Simple representation of the combustion process

The purpose of both the jet engine and the rocket engine is to combust a mixture of fuel and oxidizer. This combustion process generates a high-pressure exhaust that creates thrust to push a vehicle forward. The fundamental difference between the two types of engines, however, is where the oxidizer comes from.

A jet engine obtains its oxidizer from the external atmosphere, as illustrated in the diagram below. Air enters the engine through an inlet and is then slowed down and compressed by a series of compressor blades. The compressed air is then mixed with fuel, typically a petroleum-based liquid similar to kerosene, and burned. The high-pressure gas is exhausted through a nozzle to generate thrust.

Schematic of a simple jet engine

A rocket engine differs from a jet engine primarily in one key way. Whereas the jet pulls in oxidizer from the atmosphere, a rocket carries its own supply of oxygen aboard the vehicle. An example shown below is the liquid rocket engine. This class of rocket carries a liquid fuel and a liquid oxidizer in two separate tanks. The two liquids are pumped into a combustion chamber at some rate, called the mass flow rate, where they are mixed and burned. Just as in the jet engine described earlier, this combustion process generates a high-pressure gas that is exhausted through a nozzle to generate thrust.

Schematic of a liquid rocket engine

There are many different combinations of liquids that can be combusted in liquid rockets. One of the more common combinations, however, is liquid hydrogen as the fuel and liquid oxygen as the oxidizer. Other common fuels include kerosene and hydrazine while a frequently used oxidizer is nitrogen tetroxide. Liquid rockets are most commonly used on large vehicles that launch payloads into space, like the American Delta and Titan, Russian Soyuz and Proton, and European Ariane rockets.

Another major form of the rocket is the solid rocket motor, like that illustrated below. A solid rocket also carries both the fuel and oxidizer aboard the vehicle. The difference between a solid rocket and a liquid rocket, however, is that the fuel and oxidizer are mixed together and cast into a solid mass. This mixture is inert and does not burn under normal conditions. When exposed to a heat source, like an igniter, however, a flame travels along the surface of the solid and combusts the mixed fuel and oxidizer. Once started, this reaction cannot be stopped, and the flame front will continue combusting the solid fuel until none remains.

Schematic of a solid rocket motor

Because they are so much easier to handle and store for long periods of time, solid rockets are commonly used on military missiles like Minuteman, AMRAAM, and HARM. The rocket motors that you and I can purchase in a store and use to launch model rockets are also solid rockets.

However, while solid rockets are typically safer, they are usually not as powerful or efficient as their liquid cousins. Another advantage of liquid rockets is that they can also be throttled by slowing or increasing the rate at which fuel is combusted. A solid rocket, by comparison, cannot be stopped once ignited. For these reasons, a number of hybrid classes of rockets have been developed to take advantage of the strengths of each type.

The aptly named hybrid rocket is a cross between a solid rocket and a liquid rocket. This type of rocket combusts a solid fuel using a liquid or gaseous oxidizer stored in a tank aboard the vehicle. The chief advantage of the hybrid rocket is the relative safety of the solid rocket, but the rocket can be throttled by adjusting the flow rate of the oxidizer.

A similar device is the ducted rocket, which is a cross between a jet engine a solid rocket. The ducted rocket works in the same way as the hybrid rocket except that the oxygen is taken from the external atmosphere, like a jet, instead of carried aboard the vehicle. Calling such a device a "rocket" is a little confusing since we have already said that a rocket carries its own supply of oxidizer, but that is the name this class of propulsion system has been given. The ducted rocket is attractive as a potential booster for high-speed military missiles, but few such designs have entered service so far.

- answer by Jeff Scott, 1 February 2004

Major General David E. Clary, ACC vice-commander, summed it up by saying the new bomber will be expected to "penetrate and persist". The decision to make the next generation bomber subsonic was made in light of the additional cost and complexity along with the limited value of supersonic speed in a penetrator bomber, as exampled by the B-52H which has out lived the B-58, XB-70 and FB-111 all of which were supersonic and are all now out of service or in the case of the XB-70 proved to be too complex and too expensive to ever enter service in the first place. Another issue is that of cruise missile deployment, currently only the B-52 is allowed under treaty to carry and fire the cruise missiles in Air Force inventory. Major consideration was paid to operation readiness and flexibility, the older B-52 is currently the most reliable of the heavy bomber fleet, and the B-2 is limited in the nature of the missions it can undertake and requires specialized maintenance facilities. In 2006, the program expected that a prototype could be flying as early as 2009.^[2] In September 2007, Air Force generals stated that even though the development schedule for the bomber is short, it can be fielded by 2018.^[3]

The C-17 Globemaster III

A high-wing, 4-engine, T-tailed military-transport aircraft, the multi-service C-17 can carry large equipment, supplies and troops directly to small airfields in harsh terrain anywhere in the world day or night. The massive, sturdy, long-haul aircraft tackles distance, destination and heavy, oversized payloads in unpredictable conditions. It has delivered cargo in every worldwide operation since the 1990s.

Capabilities and Functionality

The C-17's ability to fly long distances and land in remote airfields in rough, land-locked regions make it a premier transporter for military, humanitarian and peacekeeping missions. It can:

• Take off from a 7,600-ft. airfield, carry a payload of 160,000 pounds, fly 2,400 nautical miles, refuel while in flight and land in 3,000 ft. or less on a small unpaved or paved airfield in day or night.
• Carry a cargo of wheeled U.S. Army vehicles in two side-by-side rows, including the U.S. Army's main battle tank, the M-1. Three Bradley infantry-fighting vehicles comprise one load.
• Drop a single 60,000-lb. payload, with sequential load drops of 110,000 lb.
• Back up a two-percent slope.
• Seat 54 on the sidewall and 48 in the centerline.

Technical Specifications

GENERAL DESCRIPTION: The C-17 Globemaster III is a high-wing, four-engine, T-tailed military transport.
EXTERNAL DIMENSIONS
Wingspan to winglet tip	169.8 feet (51.74 m)
Length	174 feet (53.04 m)
Height at tail	55.1 feet (16.79 m)
Fuselage diameter	22.5 feet (6.86 m)
ENGINES
Four Pratt & Whitney PW2040 (military designation F117-PW-100) 40,440 pounds thrust each
CARGO COMPARTMENT
Cargo compartment crew	One loadmaster
Cargo floor length	68.2 feet (20.78 m)
Ramp length	21.4 feet (6.52 m) structural length
Loadable width	18 feet (5.49 m)
Loadable height (under wing)	12.3 feet (3.76m)
Loadable height (aft of wing)	14.8 feet (4.50m)
Ramp to ground angle	9 degrees
Ramp capacity	40,000 lbs. (18,144 kg)
Aerial delivery system capacity
Pallets	Eleven 463L pallets (including 2 on ramp)
Single load airdrop	60,000 pound platform (27,216 kg)
Sequential loads airdrop	110,000 pounds (49,895 kg) (60 feet of platforms) (18.29 m)
Logistic rail system capacity	Eighteen 463L pallets (including 4 on ramp)
Dual-row airdrop system	Up to eight 18 foot platforms or 12 463L pallets
Combat offload	All pallets from ADS or logistic rail systems
SEATING
Sidewall (permanently installed)	54 (27 each side, 18 inches wide, 24 inch spacing center to center)
Centerline (stored on board)	48 (in sets of six back-to-back, 8 sets)
Palletized (10-passenger pallets)	80 on 8 pallets, plus 54 passengers on sidewall seats
AEROMEDICAL EVACUATION
Litter stations (onboard)	Three (3 litters each)
Litter stations (additional kit)	Nine
Total capability (contingency)	36 litters and 54 ambulatory
COCKPIT
Flight crew	2 pilots
Observer positions	2
Instrument displays	2 full-time all-function head-up displays (HUD), 4 multi-function active matrix liquid crystal displays
Navigation system	Digital electronics
Communication	Integrated radio management system with communications system open architecture (COSA)
Flight controls system	Quadruple-redundant electronic flight control with mechanical backup system
WING
Area	3,800 sq. ft. (353.03 sq. m)
Aspect Radio	7.165
Wing sweep angle	25 degrees
Airfoil type	Supercritical
Flaps	Fixed-vane, double-slotted, simple-hinged
WINGLET
Height	8.92 feet (2.72 m)
Span	9.21 feet (2.81 m)
Area	35.85 sq. ft. (3.33 m)
Sweep	30 degrees
Angle	15 degrees from vertical
HORIZONTAL TAIL
Area	845 sq. ft. (78.50 sq. m)
Span	65 feet (19.81 m)
Aspect ratio	5.0
Sweep	27 degrees
LANDING GEAR
Main, type	Triple Tandem
Width (outside to outside)	33.7 feet (10.26 m)
Tires	50x21-20
Nose, type	Single strut, steerable with dual wheels
Tires	40 x 16 - 14
Wheelbase	65.8 feet (20.06 m)

Despite these particular bureau characteristics, Mikoyan had to stay within the constraints imposed by TsAGI. The unique design heredity of both Mikoyan and Sukhoi was then preserved. In the case of Mikoyan, there was a wide mix of materials and fabrication methods utilized in their aircraft. MiG-21/23 & 29 aircraft use highly refined welded steel center fuselage boxes that are produced with the best quality in the Soviet aerospace industry. These boxes are configured to carry several concentrated attachment loads for the wing, main landing gear trunnions, fuselage longerons, engine mounts, and internal gun mounts.

The rugged Mikoyan landing gear are obvious on both the MiG-29 and the MiG-31. The first noteworthy undercarriage characteristic is the even distribution of loads on the tires for rough field towing and sod field operations. The MiG-29 has larger, low pressure tires, filled to around 10 atmospheres, with a special ply that reduces their footprint. The MiG-31 has a tandem, dual-wheeled arrangement that is staggered or offset from each other to distribute footprint.

From the beginning, the MiG-29 was designed with simplified field maintenance and servicing in mind despite the fact that complexity was increasing. Most modifications to production aircraft have been to improve the "ilities". The latest change was described by Mikoyan engineers as steps to eliminate all system inspections during combat turns, thus allowing pilots to turn and load their own aircraft at dispersal sites. The on-board check-out capability is centered around the EKRAN system, which could be thought of as the first Russian attempt at meaningful on-board diagnostics. Cockpit mounted panels and switches provide the interfaces.

Until the introduction of the Su-27 and MiG-31, long "range" and its associated "fuel load" have always been lacking on Soviet fighters in relation to their Western counterparts. But, "range" has always been more of a factor for the Soviet/Russian Air Defense Forces rather than the Tactical Air Forces because the later would always leap-frog to more forward bases. Poor engine specific fuel consumption (sfc) rates were usually blamed because Russian engine design stressed reliability & maintainability first, then "sfc". The MiG-29 has shown a bit of a reversal in this trend where its reliability has proved to be a disappointment and the "sfc" quite good. RD-33 engines also have their accessories on top, in line with the plane of the wing. This decreases cross-sectional area and wave drag. That means you have to drop the engine to get at the accessory package, which is just the opposite to what is done with the F-4 Phantom.

Designed with a strong emphasis on maneuverability, including sustained Ps (specific excess energy) equivalent to any modern fourth generation fighter from the west, the MiG-29 suffers from an extremely limited combat radius with a fuel quantity less than 23% of its published normal clean takeoff weight, which measures around 15,000 kg (33,000 lbs). There is a large 1500 liter (396 gal./2576 lbs.) center-line tank that is common to all MiG-29's and on later production examples, two wing mounted 1150 liter (304 gal./1975 lbs.) external tanks that utilize the same inboard radar missile stations. This exchange of the R-27 (AA-10) missile station for range/loiter removes the fighter's beyond visual range (BVR) missile capability. Advanced models have an option for two additional missile stations per wing allowing for the carriage of both BVR missiles and wing tanks, if advanced R-77 (AA-12) missiles are utilized.

The air superiority configuration of almost all operational MiG-29's consists of six missiles, a center line tank, full gun, and chaff/flares loaded on over-wing dispensers. The MiG-29 enjoys the combination of an advanced airframe design with two powerful RD-33 turbojet engines that produce a maximum speed in excess of 2.3 Mach. The max gross takeoff weight is at 18,500 kg. (40,785 lbs.), which is 500 kg (1100 lbs) above the first 100 series produced aircraft. The 38,472 lbs. normal combat configured takeoff weight leaves very little for growth. Takeoff Speed is specified at 260-280 kph. with takeoff distance running 1200 meters (3937 ft). A clean airshow style takeoff run with reheat could be accomplished at 250 meters and with dry power it would extend to 600-700 meters. Landing Speed of 250-260 kph while landing with the Drag Chute 600-700 meters. Max Landing Weight was noted to be 15760 kg (34,744 lbs). Service ceiling is published at 17,000 meters (56,000 ft.) with a maximum rate of climb 330 m/sec (65,000 ft/min) at sea level.

An exchange of 1150 liter wing tanks for radar missiles (AA-10) on the inboard most wing stations, actually nets around the same takeoff weight. Two wing tanks provide 3380 lbs of fuel to add to the centerline tank's 2576 lbs. Wing tanks can be jettisoned easily, centerline tanks are generally only dropped in an emergency. When considering the present gross weight limits of production MiG-29's, advanced models have been pushed up to 19,500 kg. (42,990 lbs.), but to fully exploit additional wing stations the maximum gross weight would have to increase even further to around 20,000 kg. (44,000 lbs.). MAPO has stated that new or existing MiG-29 customers could purchase these upgrades for their aircraft.

Table 2: MiG-29 Combat Configuration Gross Weight

Operating Weight Empty ...................... 24,030lbs. (10,900 kg)
Normal clean Takeoff Weight................. 33,000 lbs.(14,970 kg)
Internal Fuselage/Wing Fuel ....................7,868 lbs. (3,569 kg)
4 x R-73 (AA-11) Missiles @ 232 lbs. each .... 464 lbs.(210 kg)
4 x R-73 missile rail/launchers @ 75 lbs...... 300 lbs.(136 kg)
2 x R-27 (AA-10) Missiles @ 560 lbs. each..... 1,120 lbs.(508 kg)
2 x R-27 missile rail/launchers @ 75 lbs ..... 150 lbs.(68 kg)
170 rds of 30 mm @ 900 grams each.......... 337 lbs.(153 kg)
1 x Centerline Fuel Tank & Pylon ............. 420 lbs.(190 kg)
Centerline tank fuel (1500 liter)............. 2,576 lbs.(1,168 kg)
chaff/flares in dispensers .................. 105lbs. (48 kg)

--------
Combat Configuration TOGW 38,472 lbs. (17,450 kg)

VVS plans called for retaining the MiG-29 as a short-range fighter and the Su-27 as its long-range counterpart. However the future of the MiG-29 has remained a political question because of its limited abilities vis-a-vis the Su-27 and not having the money for upgrades or new airframes. Meanwhile, demands remain for more close air support (CAS) aircraft such as the Su-25 Frogfoot, deep interdiction platforms such as the Su-30/34 (Su-24 "Fencer" replacement), a multi-role fighter bomber already chosen to be the Su-35, and attack helicopters for Army aviation.

Reports from the Conflict Studies Research Center (CSRC) at RMA Sandhurst say that except for very small numbers, the VVS has stopped buying new fighter aircraft in 1994, and pilots struggling to get as little as 50 flight hours per year. One celebrated courts martial noted officers logging non-existent flight time on the aircraft with ID numbers the same as those mounted on pylons at the base front gate in order that they could continue getting flight pay. There are, however, some developmental aircraft prototypes (all Sukhoi) being delivered to the testing organizations and a few MiG-31's to the Air Defense Forces.

In the Flight International (15-21 Jun94, pg 22), ex-Mikoyan Deputy Designer, Alex Velovich (see Code One, April 1993) reported from Moscow that Russian Prime Minister, Victor Chernomyrdin, has held discussions with the Chinese to overcome an impasse which has stopped the second batch buy of Su-27's. Chernomyrdin visited Beijing and tried to help negotiate on behalf of the Chinese who were stuck with a demand from the Russian State Arms Export Agency, Rosvooruzheniye, who has insisted on being paid mostly in cash (US dollars). The PLA wants a follow-on 24-26 aircraft with an eventual license for manufacture and payment based on goods-barter, not cash.

Russia's withdrawal from a "barter" or "counter-trade" solution also delayed the signing of the MiG-29 contract with the Malaysian Air Force, but it was finally signed in Kuala Lumpur on 07Jun94, by Deputy Prime Minister Oleg Soskovets with Malaysian Deputy Prime Minister Anwar Ibrahim. According to Vladimir Kuzmin, then General Manager of the MAPO Production Plant, less than half of the value of the contract would be paid in barter goods (around 25% palm oil, clothing, & fabric). The original agreement with Malaysia was worth $600 million for 18 x Fulcrums, and the Russians would honor a $220 million offset arrangement. All eighteen aircraft (16 single-seat and 2 dual-seat) will be delivered within 12 months which is why we have seen the re-start of the production line in Moscow move so quickly. This should also loom in the western leaderships mind of what could happen if the Russian nation mobilized again. The industry sits waiting, it is not dead and removed.

A no-cost pair of MiG-29's have already been provided to a joint-venture customer service center for maintenance technician training and research. A MiG-29 simulator is being produced by CAE Electronics, a Canadian company. The Malaysians are expected to get the full weapons fit for the MiG-29 and the importance of the sale has raised the possibility of helicopter and transport sales. Regionally, Mikoyan would now be in a better position to seek sales in Thailand, China, Indonesia, the Philippines, and Vietnam.

The Malaysian MiG-29's were at first considered to be a "fat back" Fulcrum A mod 1. By the time the aircraft started delivery in July 1995 it became clear that the RMAF MiG-29's would be basic Fulcrum A (non-fatback variety), but with MiG-29S flight control, suspension, and weapon system upgrades. Unique to Malaysia is the new reliability gear box on the engines and the flight control roll limiter and rudder enhancer. Malaysia's requirement for a multi-role fighter brought in a new MiG-29 multiple-ejector rack, similar to the one seen on the MiG-25 Foxbat, that will carry four 250 of 500 kg. bombs or stores. In the air-to-ground mode, the RMAF MiG-29's utilizes laser or radar ranging for a "Dive-Toss" type solution. No pure "CCIP" or "CCRP" like modes have been seen.

In an interview with Chris Pocock (Aviation International News) at the 1995 Dubai Air Show, Kuzmin stated that all 18 Malaysian jets were delivered on time and that each aircraft has now surpassed 100 flying hours as the RMAF pilots undergo intensive training. He also said that not one negative word has been said by the RMAF HQ or MoD.

The MiG-29S/SE/SD/SM "Fulcrum A" and "Fulcrum C":

The second pre-production MiG-29 (model 9-13) was built with the "fatback" provisions. It made its first flight at the hands of Test Pilot V.M. Gorbunov on 23 Dec 1980. NATO originally called it the Fulcrum C and the designers could not agree on just how many gallons of extra fuel were added (16 to 53 guess). The bulged spine also led to conjecture about active jammers and improved ground-attack capability whereas the additional fuel was stored in the modified #1 fuel cell and the redesigned LEX.

In late 1992, the MiG-29"S" was considered "in-service" (IOC) with the Russian Air Force. It was later found that only 48, less than one Regiment, was delivered to the VVS directly from Mikoyan and they were immediately posted to East Germany, at Eberswalde (Finow; 16th Guards Division, 787th Regiment). Meanwhile, "fatback" upgrade kits were being installed on Fulcrum A aircraft returning to Mikoyan for retrofit. These events continued the mystique that the aircraft were in "mass production" and the confusion over "A" or "C" variants. All Fulcrums were pulled out of Germany in 1993.

Chief Designer Waldenberg, praised the MiG-29S as one of the two newest Mikoyan models just being introduced for export world wide. The following descriptions of the MiG-29S (SE, SD, and SM) and the MiG-29M will attempt to explain the many modernization options being offered to MAPO-MiG customers. Designations will be applied when they are known.

The core difference in the upgraded Fulcrum A with the "fat back" modification and the production MiG-29S start with the improvements in the flight control system where four new computers provide better stability augmentation and controllability with an increase in AOA and G-limits. The MiG-29S adds 2° more to the maximum angle-of-attack (AOA). Its improved mechanical-hydraulic flight control system then allows for greater control surface deflections.

The production MiG-29S further increased the internal fuel due to new fuel cells in the wing-LEX/fuselage interface area (1500 liters/2576 pounds). It also can carries the 1150 liter (304 US Gal. / 2060 lbs.) external fuel tanks under each wing and the traditional centerline tank. Inboard underwing hardpoints are upgraded to allow for a tandem pylon arrangement (like a Multiple-Ejector-Rack) for a larger ordnance payload of 4,000 kg. (8,820 lbs.). The overall max-gross weight has been raised to 20,000 kg. (44,000 lbs.). The GSh-30-1 cannon also had its expended round ejector port modified to allow for firing while the centerline tank was still attached.

Underwing missile hardpoints can be increased from the normal six (three on each wing) to eight, and all carry the new R-77 (AA-12 "Adder") active-radar long range air-to-air missile or a mix of air-to-ground missiles. In JDW (19Sep92, pg18) Waldenberg was quoted as saying that this MiG-29 improvement would allow for missiles like the R-27E (AA-10 "Alamo") which has 1.5 times the range of the basic model R-27 "Alamo" due to its larger rocket motor. These long-burn variants have previously been only found on the Su-27 Flanker. Waldenberg also could not say how many aircraft would be produced, but he did confirm that the 48 delivered MiG-29S aircraft would remain in operational units of the Russian Air Force. He went on to say that he was constantly marketing the upgrade package.

The MiG-29S improvement kit also provides for an even more advanced Phazotron NO-019M radar which then gave the aircraft the designation MiG-29"SD". Initially the MiG-29S (Fulcrum A) had just a new sighting system (IRST) combined with a better imbedded training system that allowed for IR and radar target simulation. More built-in-test (BIT) equipment, especially for the radar, was included in the EKRAN to reduce dependence on ground support equipment. Revised weapon system algorithms in the MiG-29SD and software combined with an increase in processing capacity allows for the tracking of up to ten targets and the simultaneous engagement of two with the RVV-AE missile.

While the MiG-29SD can carry air-to-ground ordnance and has an internal jammer, it is the MiG-29"SM" variant that has the improved avionics necessary to carry and employ precision guided weapons, such as the X-29TE (Kh-29 "Kedge" AS-14) missile. Thus the multi-role nature of the MiG-29 gets introduced.

The SE/SD/SM improvements in the MiG-29S, combined with the development money made available for the naval MiG-29K, gave MAPO the incentive to forge ahead with the MiG-29M "Super Fulcrum".

The MiG-29M "Fulcrum E":

The MiG-29 "M" is the 11th Fulcrum variant being marketed as a further improved model. It actually covers every possible design area that could be improved, but to date, it will not be a part of the new Russian Air Force (JDW, 07Dec91, pg1110). In many ways it is the "land-based" version of the naval MiG-29K, and of course, there would be a MiG-29ME export version which already has been offered to India. The dimensions are practically the same as the MiG-29S family, but the airframe and avionics are substantially different, even greater than the changes from the F-16A to the F-16C. It was the export nature of the MiG-29M that led to the debate over whether or not to rename it the new MiG-29, or a MiG-30 or 33, but Waldenberg insisted that the MiG-29 label was famous enough and the original designation should be maintained. Waldenberg was quoted as saying (JDW, 22Aug92, pg5) that the MiG-29M would have an export price of around $30 million. He also stated that the six MiG-29M prototypes were all flying by the end of 1992. Both the MiG-29S and the MiG-29M first appeared at the 1992 Farnborough Air Show. The first of the six prototypes flew in 1986 and by 1989, one flew with an uprated 19,400 lbs (8800 kg / 43.05 kNt) RD-33K engine that was developed for the naval variant.

Anatoly Belosvet said in Dubai (1995) that flight tests on the MiG-29M were effectively completed and the Russian Air Force certified the aircraft ready for series production. But a production decision will not be forthcoming until they complete their evaluation of the Sukhoi Su-35. With the new fly-by-wire control system, new Zhuk radar, and 1500 liters more internal fuel, Belosvet says that the MiG-29M is 1.5 as good as the basic MiG-29.

The MiG-29M Fulcrum E has a new fuselage structure, internal equipment, new wings, distinctively larger tail-planes with saw-tooth leading edge, and fins. The improved aerodynamic configuration is characterized by a repositioned, enlarged, and sharper wing-leading-edge-extensions that provide double the lift of earlier MiG-29's for increased handling at low speeds, a fallout of the shipboard requirements. Lower effective wing loading is also obtained, although leading edge slats still program full-up or full-down according to AOA thresholds and cockpit switch positions.

There is a welded aluminum-lithium center section wing-box backed-up by thicker welded steel in front of the main landing gear (MLG) which appears to be for a beef-up of the structure and the landing gear. But the use of the lithium-aluminum welded alloys in the forward fuselage allows for needed weight reductions and added fuel volume.

Internal fuel volume has been increased another 2576 lbs. (396 gal./1168 kg./1500 liters) to 10,444 lbs. (1607 gal./4737 kg./6082 liters) with an additional 1.76 cubic feet of avionics space. Honeycomb composite materials are also widely used. The chaff and flare dispensers have been relocated from the top of the wing to an integral housing under a panel on the upper side of the fuselage.

The airframe has a more tapered radome with a nose lengthened around 7.5 in (20 cm), a wider and longer dorsal spine, a longer canopy, a slightly changed wing position (aft) more rounded wing tip trailing edges, and a new ramp without suck-air louvers on top. The FOD doors that used these vents have been removed in favor of a more effective screen system in the duct itself, similar to the Su-27 and first seen on the Naval MiG-29K. The inlet redesign also increased mass flow at takeoff. The landing rollout distance has been decreased by modifications in the air brakes and brake parachute as well as a strengthened undercarriage. The effects on range/payload by eliminating of the upper air ducts and the sacrificing of trim and longitudinal stability have been compensated for by the fly-by-wire control system. Large easy-to-remove hatches give unobstructed access to the equipment.

There is an even longer/wider dorsal spine, a reduced gun load to 150 rounds (30mm), increased span ailerons, bulged wingtips with fore/aft ECM antennas, eight underwing hardpoints, larger airbrake above the fuselage, and full provisions for precision guided munitions and advanced BVR weapons. Twin vertical tails are properly positioned to enhance high "AOA" stability. The reshaped nose houses a completely upgraded weapons system featuring the N-010 radar, a new IRST with TV and integral laser designator. The frameless canopy is longer and has increased visibility over the nose by 15%. And a new high-tech "glass" cockpit offers the latest display and computer technology available in Russian aerospace.

Concerning the cockpit upgrades, Waldenberg said that the MiG-29M has a HUD and two CRT displays, but no primary flight instruments were displayed on them. Those flight-data tasks were still being done by mechanical-electrical devices. The pilot will fly with a center-stick column that has half it's feel-force reduced. The displays themselves are quite impressive. They utilize a stick-grip and throttle-handle actuated three-position switch option at each identified perimeter location. This is combined with some of the most sophisticated raster scan techniques in the displays to insure that the complex Russian letters and symbols get correctly drawn.

The new "Zhuk" ("Beetle") radar is a dual-mode system for both air-to-air and air-to-ground operations. There are the full eight wing stations (four under each wing) which can all carry the RVV-AAE (R-77) missiles. TV, laser, and active RF guided air-to-ground guided weapons are carried. The Infrared Search and Track System (IRST) has been upgraded to include a TV capability. High reliability features have been given priority to allow pilots with limited flight time to overcome failure situations through simple procedures.

The fact that the HUD is not a primary flight instrument in any Russian aircraft plus the fact that primary aircraft attitude is referenced off of a fixed wing-line horizon standard and not the actual world horizon greatly complicates the integration of the cockpit and the ability of the pilot to grasp a real world look outside. Of all factors that separate the Russian style of flying from the Western style, the "gyro-reference standard" is the greatest, and short of total automation, continues to prevent the Russian designers from getting a complete understanding of man-in-the-loop system fusion.

The MiG-29M is the first Fulcrum with a full quadruplex fly-by-wire flight control system that, according to Waldenberg, combines both analog and digital devices incorporating multiple redundancies and utilizes relaxed static stability. Maneuvering performance has been maintained but there has been a substantial increase in permissible angle-of-attack (AOA) over the present 30° and acceptable G-loading. He also mentioned his continuing distrust in full-digital systems, taking note of JAS-39 Gripen and F-22 crashes. The SOS-3 stall/limiter system allows for unrestricted use of high AOA which is automatically combined with a roll/yaw limiter a graduated 17 kg. (38 lbs.) stick-force inducer. There are no control limits imposed where G-limits do not exist, thus allowing for slow speed scissors and tail slides. Spins are impossible to enter unless the limiter is turned off. Engines are considered unrestricted (100% efficient anti-surge system) throughout the operation envelope and on the edges exhibiting record accel rates from idle to max thrust with any weapons being employed. Takeoff T/W has been maintained at 1:1.

The MiG-29M is considered to be a true multi-role aircraft with many new standoff air-to-surface weapons incorporated. The detection range of the radar has not been increased, but its versatility and resistance to jamming is much greater. The air-to-air capability of the Zhuk Radar includes tracking of up to ten targets with the simultaneous engagement of 2 to 4 targets whether in look-up or look-down environments. The air-to-surface modes include active beam mapping, synthetic aperture, electronic magnification and image freeze, as well as compensation packages for unguided armaments. There is a new infra-red receiver, an enhanced laser range finder, a laser spot detector (including externally generated), and a carriage of up to four semi-active laser guided air-to-surface rockets. The IRST has a television channel with a magnified range capability. The helmet mounted sight has been made lighter. In the cockpit there are two multi-functional displays and a new HUD. All weapons can be operated from the flight control levers (stick and throttle). Wing pylon stations have been incised from six to eight. The centerline station has been retained. The maximum bomb loading is 4.5 tons (9,000 lbs.).

There is an advanced defensive radar illumination, analysis, and launch-alert warning system tied to an active jamming system. The aircraft can also guide and operate the well publicized Kh-25MP (AS-14) and Kh-31P (AS-17) air-to-surface and anti-radiation missiles respectively. There can also be loaded at least eight air-to-air missiles, the latest of which (R-77) is the counterpart to AMRAAM. It includes inertial with radio corrected navigation and final active homing. Up to four "Alamo" semi-active air-to-air missiles (R-27) can be loaded, two of which could be the extended range ("long-burn" motor) models. The new NO-010 radar however, was reported as being a disappointment to the Russian Air Force, after they found its target detection capability less than needed to properly employ the longer range R-27E and R-77 "Adder" missiles. This may be one of the reasons for the popularity of the Sukhoi Su-35 and Su-30 "Flanker" derivatives.

MAPO-MiG data estimates that the average operating time for the MiG-29M is 9.0 hours, and operational availability is about 90%. The average preparation time for an aircraft is 30 minutes and for subsequent flight around 15-25 minutes. Servicing requirements amount to 11.5 manhours per flying hour. A squadron of 20 aircraft will require 250 maintenance personnel.

Jane's Defense Week (9Dec95, pg12) reported that the Indian Air Force will take delivery of its last MiG-29M in mid-December. Vadmir Kuzmin, head of MAPO-MiG, said that the 10 x MiG-29M's are equipped with medium range missiles and an enhanced radar capable of 10 targets and simultaneous attacks on 2 of them. However, the continued discussion describes more the MiG-29SM then the true advanced MiG-29M.

Table 3: Summary of MiG-29M Fulcrum E improvements:

Normal Max TOGW: 15,000 kg. (33,068 lbs.)
Increased Max TOGW to: 20,000 kg. (44,000 lbs.)
Normal Internal Fuel Load: 3,990 kg. (8800 lbs.) 5,125 liters (1,354 gal.)
Increased Internal Fuel Load: 4,737 kg. (10,444 lbs.) 6,082 liters (1,607 gal.)
Airframe Service Life: 3000 to 4000 hours
Maximum G loading to: 9.0
Negative G limit: 17 seconds (voice warning)
External Fuel Tanks: 1, 2, or 3 in combat
Takeoff Speed: 260-280 kph.
Rate of Climb at SL: 330 m/s (65,000 ft/min)
Weapon Wing Stations: 6 with growth to 8
A/A Wpns Modernization: new R-77 (AA-12)
A/G Wpns Modernization: PGM's (EO/TV/Laser)
Cockpit Avionics: western modernization
Engine Overhaul Cycle: increased to 750 hrs.
Engine Overhaul Growth: increase to 1400 hrs.
Max (wet) Thrust in A/B 8,300 kg.
Max Take-off T/W 1:1
Max level flight at SL 1500 kph.
Max level flight at altitude: 2400 kph.
Max Mach Number at alt: 2.3
Service Ceiling: 18,000 m. (60,000 ft)
Max Flight Range clean: 1,500 km. (820 NM.)
Max Flight Rnge/ CL Tank: 2,100 km. (1148 NM.)
Max Flight Rnge/ 3 x Tk's: 2,900 km. (1586 NM.)
Accel time at 1000 m (3280 ft) 600 to 1100 kph 13.5 seconds
1100 to 1400 kph 8.7 seconds

Objects which fly but which are not supported by the air, such as most rockets and missiles, are not aircraft.

(UAV).