On October 28, 1969, the first flight of the E-155PU training aircraft (later designated MiG-25PU) took place. At the controls was test pilot of the A.I. Mikoyan Design Bureau, Pyotr Maksimovich Ostapenko. This day marked the beginning of a new chapter in the history of Soviet aviation — the emergence of a training version of one of the most unusual and high-speed aircraft of its time.
Why a "Twin-Seater" Was Needed
The MiG-25 was a real breakthrough in aviation technology — an interceptor fighter capable of climbing to an altitude of over 20 kilometers and reaching speeds of more than three times the speed of sound. However, such a complex and specific machine required special pilot training. Piloting the MiG-25 was significantly different from controlling other combat aircraft — both in terms of aerodynamics and behavior at high altitudes and speeds. Therefore, shortly after the start of mass production, the need arose to create a training version that would allow pilots to be trained safely.
First Flight
The development of the "twin-seater" was carried out by the decision of the Military-Industrial Commission under the Council of Ministers of the USSR of July 7, 1965. The work was entrusted to the A.I. Mikoyan Design Bureau, the creator of the basic MiG-25P.
The prototype of the new aircraft was designated E-155PU. It was developed on the basis of a serial interceptor, reworking the design of the nose to install a second cockpit — the instructor's cockpit.
In August 1969, the first copy was converted from a serial MiG-25P No. 0405. The aircraft received the blue tail number "U01" and soon went for testing.
Design and Features of the MiG-25PU
The main difference of the training MiG was in the redesigned nose section up to frame No. 1, where the second cockpit was located. In place of the "Smerch-A" radar station, there was now an instructor.
To maintain the balance of the aircraft and simulate combat conditions, the equipment included a radar simulation system, as well as training versions of the R-40T missiles. The control of the aircraft and engines was fully duplicated, which ensured safety during training.
Both cockpits were equipped with ejection seats of a new modification: KM-1UM — for the cadet, and KM-1IM — for the instructor. They allowed for rescue in a wide range of conditions — from the runway to an altitude of 25,000 meters and speeds from 130 to 1200 km/h.
Testing and the Start of Mass Production
The first flight of the E-155PU was successful. State tests were completed in July 1971. There were no significant comments on the aircraft, with the exception of a slight shaking at high Mach numbers. The designers decided not to make any modifications, setting a speed limit at M=2.65.
Mass production of the MiG-25PU training aircraft (product "22") began in 1970 at the aviation plant in Gorky (now Nizhny Novgorod) and continued until 1985. A total of about 180 copies were produced.
Significance and Legacy of the MiG-25PU
The MiG-25PU became an important link in the pilot training system for the USSR Air Defense Aviation. It allowed to safely master the most complex flight modes, practicing control at enormous altitudes and speeds inaccessible to most other aircraft.
This machine did not participate in combat operations, but played a key role in the preparation of those who controlled the "real" MiG-25P and MiG-25PDS interceptors — the formidable guardians of the Soviet sky.
The MiG-25PU remained in history as a symbol of engineering excellence and a wise approach to pilot training: after all, even the fastest aircraft requires a confident and trained person at its controls.
Earlier, www1.ru reported that how the "supersonic strategist" M-50 made its first flight.