Defense Technology International - July 2007 - (Page 47)

MiG-35 prototype shows eight-pylon wing and conformal lower-hemisphere electro-optical dome under starboard engine nacelle. MIG generation aircraft with generation 4-plus avionics. The MiG-29K and MiG-29M have avionics of the fourth “plus-plus” generation in a generation 4plus airframe. The MiG-35 is a generation 4-plus airframe with generation 5, or maybe 5-minus avionics. It’s not only an AESA (active electronically scanned array antenna). The active arrays are used not only in the radar but the jamming system. We have a new level of optical system with a new, separate optical system under the fuselage—that’s a step forward—and we can also have a removable pod. The optronic systems draw on space technology. They are 3-4 times more effective than older systems. We pay attention to the ﬁnancial potential of the customer and offer aircraft according to that. The MiG-29M is less expensive than the MiG-35. Does the MiG-35 come with OVT? That’s up to the customer. We have proposed the aircraft with and without OVT. OVT provides increased safety as well as advanced maneuvering capabilities. There are no restrictions on angle of attack, even at very low speeds, and the aircraft can pitch at 70-100 deg./sec. to rotate the weapon axis toward the enemy. But there’s also safety. The aircraft is not stable and the pilot may be afraid of losing controllability as a result of losing speed. But with OVT we have demonstrated a ﬂat spin at 900 meters (2,953 ft.) altitude. Where does OVT fit into MiG’s plans? We are not here to entertain people at an air show. We do work in technology because in the opposite case we fall behind. For example, the mechanization of wings (constantly moving leading-edge ﬂaps) was ﬁrst accepted in the 1950s and implemented in the 1970s. The F-15 design did not mechanize the front edge of the wing and cannot beat the Su-27. Professionally, it is a lesser evil to do something, and make a mistake, than to not attempt it. www.aviationweek.com/dti What is the status of the MiG-35 program? The version of the aircraft that was unveiled in Bangalore (the Aero-India air show in early 2007) is carrying out the avionics tests. The aircraft ﬂying in Paris is our OVT test aircraft. A number of components have already been tested and validated on the MiG-29K and we are also using MiG-29SMTs to test some avionics components. We have no contracts today, but are in discussions with our own air force and several Western countries. How do you rate your chances for the 126-jet order in India? We work at MiG, not in a casino, so we do not estimate our chances. But the MiG-35 will go on, no matter what. We have other customers for that aircraft. But if you are not sure of your chances, you won’t participate in any competition. Sukhoi has been chosen to build the PAK-FA ﬁghter. What does that mean for the future of MiG? Questions about the PAK-FA are for the Russian air force. Philosophically, we don’t expect to close MiG. To do that, we must have several options. I don’t believe that the last word has been said on fifth-generation fighters. The fourth generation of fighters was produced over 30 years and the fifth generation will last even longer, 40-50 years. The F-22 and JSF are not the top level of the fifth generation, and the main aircraft of the fifth generation will be more perfected. Sometimes, someone who follows the leader has some advantages if you are not too far behind. If you can see the leader’s back, he makes a good target. Will MiG ever produce an unmanned aerial vehicle or unmanned combat air vehicle? We have been working on drones for a long time. Two ﬁrst-generation winged missiles were built by MiG—and even a MiG-29 can’t ﬂ y without ﬂ y-by-wire computers. By the way, did you know that the MiG21 and Su-7, in the 1950s, could perform tailslides, and why the F-16 cannot? Because the engine of the F-16 will ﬂ ame out? Russian engines are ground-tested in extreme conditions. I have seen that rig. Exactly—and that’s also a result of the software that controls the engines. And on that basis we are working on UAVs. We are reorganizing to work on large UAVs, including special-purpose systems, and we are exploring cooperation with Western colleagues. And we are ready to go in both directions—manned and unmanned. If not for that, we would not do the OVT demonstration. I 47 JULY/AUGUST 2007 DEFENSE TECHNOLOGY INTERNATIONAL http://www.aviationweek.com/dti

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Defense Technology International - July 2007

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