MiG Pilot: the Final Escape of Lt. Belenko

They realized that weight and fuel consumption would preclude the aircraft they were conceiving from maneuvering agilely as a fighter and from staying up very long. The plane could be expected only to climb at tremendous speed, like a rocket, fire missiles during one pass at the target, and then land. And that is all the Russians originally expected and designed the MiG-25 to do.

For all their ingenuity in making use of old technology, the Russians recognized they could not avoid innovating some new technology. Old-fashioned vacuum tubes could not accommodate to the sudden and extreme changes in temperature occurring as the plane skyrocketed from the ground to the subfreezing upper air. No pilot, however able, could in the brief time allowed and at the speeds entailed make an intercept without elaborate guidance from the ground. The airborne radar needed to lock onto the target in the final stage of intercept would have to be invulnerable to jamming.

While the Russians urgently concentrated on creating the new interceptor, American aerial strategy and planning suddenly and radically changed. For four years U-2 reconnaissance planes had flown over the Soviet Union with impunity, collecting enormous masses of military, scientific and economic intelligence through photography and electronics, and mapping the country so that it could be bombarded precisely in the event of war. Soviet fighters strained upward, vainly trying to shoot at the U-2 sailing above 60,000 feet, and each time fell back downward in futility. The Russians also had begun to fire surface-to-air missiles, but their guidance systems were not yet effective enough.

On May 1, 1960, the Russians fired a barrage of missiles at a U-2 piloted by Francis Gary Powers. As Belenko was told and as a reliable source affirmed to the United States, some of the missiles hit and destroyed at least one MiG pursuing Powers. But one also hit and downed the U-2. This celebrated incident, coupled with estimates of the future capabilities of surface-to-air missiles, forced a reappraisal of American strategy. Ultimately the Americans concluded that missiles eventually would be so lethal that Soviet air defenses could not be penetrated by high-altitude bombers. Penetration would have to be effected at very low rather than very high altitudes. Therefore, the United States canceled the B-70 bomber.

However, the Russians, whether because of simple bureaucratic inertia, apprehensions that the Americans might reverse themselves, or for occult reasons of their own, proceeded to build the new interceptor. And their decision compounded the mystery of the MiG-25. For to the West, it did not seem logical that they would resort to enormous cost and effort to solve complex technological problems solely to guard against a threat that had been withdrawn.

Years later, in Japan, the more closely and analytically the Americans and Japanese studied the MiG-25, the more clearly they saw how the Russians had overcome the basic and subsidiary problems at comparatively little cost. They, of course, had saved billions in research and development costs by duplicating the dependable old Tumansky engines and relying on steel rather than on titanium. But on those surfaces subject to intense friction and consequent heat, they had affixed strips of titanium. In areas not subject to friction or heat, they had saved more money and some weight by using plain aluminum — something then unthinkable in the West. The rivet heads, it turned out, protruded only in sections where the airflow would not cause any parasitic drag. The rivets, which seemed to reflect crudity of engineering, actually subtracted nothing from aerodynamic performance while they strengthened the plane.

The Russians had brilliantly engineered new vacuum tubes, elevated outmoded technology to a new apex of excellence. They had integrated a superb automatic pilot and a good on-board computer through digital communications to a ground control system that guided the plane to the exact point of intercept. The pilot had merely to take off, turn on the automatic pilot, and await instructions to fire.

Belenko reported that the MiG-25 radar had been described to him as jamproof, and examination confirmed the report. The radar was the most powerful ever installed in any interceptor or fighter, so powerful that it could «burn through» distractive jamming signals transmitted by attacking bombers. The limited range of the radar was irrelevant, for it was needed only to present ground controllers with a magnified image of the target during the last stages of intercept. The search radars that detected and tracked the target at long range were part of the ground control system.