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{{Short description|Family of interceptor and reconnaissance aircraft}}
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{|{{Infobox aircraft begin
 |name= MiG-25
 |image= File:Russian Air Force MiG-25.jpg
 |caption= A MiG-25PU two-seat trainer
}}{{Infobox aircraft type
 |type= Interceptor and reconnaissance aircraft
 |national origin= Soviet Union
 |manufacturer= [[Company:Mikoyan|Mikoyan-Gurevich]] / [[Company:Mikoyan|Mikoyan]]
 |first flight= {{Start date and age|1964|03|06|df=yes}}
 |introduced= 1970
 |retired= 
 |number built= 1,186<ref name=Wilson/>
 |status= In limited service with the {{wipe|Syrian Air Force}}
 |produced= 1964–1984
 |primary user= Soviet Air Defence Forces (historical)<!--Limit one (1) primary user. Top 4 users listed in 'primary user' and 'more users' fields. -->
 |more users= {{wipe|Indian Air Force}} (historical) <br />{{wipe|Algerian Air Force}} (historical) <br />{{wipe|Syrian Air Force}}<!-- See ''Operators'' section for others. --><!-- More users" field limited to THREE (3) lines.  Other operators are listed in Operators section below. Thanks. -->
 |developed from=
 |variants with their own articles=
 |developed into= [[Engineering:Mikoyan MiG-31|Mikoyan MiG-31]]
}}
|}

The '''Mikoyan-Gurevich MiG-25''' ({{lang-ru|Микоян и Гуревич МиГ-25}}; NATO reporting name: '''Foxbat''') is a [[Engineering:Supersonic aircraft|supersonic]] interceptor and reconnaissance aircraft that is among the [[Physics:Flight airspeed record|fastest military aircraft]] to enter service. Designed by the [[Place:Soviet Union|Soviet Union]]'s [[Company:Mikoyan|Mikoyan-Gurevich]] bureau, it is an aircraft built primarily using [[Chemistry:Stainless steel|stainless steel]]. It was to be the last plane designed by Mikhail Gurevich, before his retirement.<ref name="Flieger">{{cite journal|author=L. Egenburg, A. Saweljew |title=Das G im Wörtchen "MiG": Michail Josifowitsch Gurjewitsch. |journal=Fliegerrevue |date=1993 |volume=5 |issn=0941-889X}}</ref>

The first prototype flew in 1964 and the aircraft entered service in 1970. Although its thrust was sufficient to reach Mach&nbsp;3.2+, its speed was limited to prevent engines from overheating at higher air speeds and possibly damaging them beyond repair, therefore the operational top speed was limited to [[Physics:Mach number|Mach]] 2.83.<ref name="Intelligence: Big-Mouth Belenko">[http://content.time.com/time/subscriber/article/0,33009,946651,00.html "Intelligence: Big-Mouth Belenko"]. ''Time'', 11 October 1976. Retrieved: 12 June 2021.</ref><ref name="ReferenceB">Gunston and Spick pp. 132–133.</ref>  The MiG-25 features a powerful [[Engineering:Radar|radar]] and four [[Engineering:Air-to-air missile|air-to-air missile]]s and was theoretically capable of a ceiling of {{convert|27|km|ft|abbr=on}}.

When first seen in reconnaissance photography, the large wings suggested an enormous and highly manoeuvrable fighter, at a time when U.S. [[Engineering:Energy–maneuverability theory|design theories were also evolving towards higher manoeuvrability]] due to combat performance in the Vietnam War. The appearance of the MiG-25 sparked serious concern in the West and prompted dramatic increases in performance requirements for the [[Engineering:McDonnell Douglas F-15 Eagle|McDonnell Douglas F-15 Eagle]], then under development in the late 1960s.  The capabilities of the MiG-25 were better understood by the West in 1976 when Soviet pilot Viktor Belenko defected in a MiG-25 to the United States via {{wipe|Japan}}. It turned out that the aircraft's weight necessitated its large wings.

Production of the MiG-25 series ended in 1984 after completion of 1,186 aircraft. A symbol of the Cold War, the MiG-25 flew with Soviet allies and former Soviet republics, remaining in limited service in several export customers. It is one of the highest-flying military aircraft,<ref>{{cite web|url=http://www.fai.org/record-powered-aeroplanes|title=Powered Aeroplanes|work=fai.org|access-date=6 April 2015|url-status=dead|archive-url=https://web.archive.org/web/20160510092701/http://www.fai.org/record-powered-aeroplanes|archive-date=10 May 2016|df=dmy-all}}</ref> one of the fastest [[Finance:Mass production|serially produced]] interceptor aircraft,<ref>{{cite web|url=http://www.flyfighterjet.com/jetflights/fastest-plane-in-the-world.html|title=Fastest Plane in the World|last=FlyFighterJet|date=6 October 2011|website=FlyFighterJet.com – Fly a Jet, Fighter Jet Rides in Supersonic MiG-29|access-date=29 December 2018}}</ref> and the second-fastest serially produced aircraft after the [[Engineering:Lockheed SR-71 Blackbird|SR-71]] reconnaissance aircraft, which was built in very small numbers compared to the MiG-25.<ref name="Global Aircraft -- Top 50 Fastest Aircraft">[http://www.globalaircraft.org/top50.htm "Global Aircraft – Top 50 Fastest Aircraft."] ''The Global Aircraft Organization,'' 24 April 2007. Retrieved: 30 June 2011.</ref> {{As of|2018}}, the MiG-25 remains the fastest manned serially produced aircraft in operational use and the fastest plane that was offered for supersonic flights and edge-of-space flights to civilian customers.<ref>{{cite web|url=https://migflug.com/jetflights/the-10-fastest-aircraft-in-the-world/|title=The 10 Fastest Aircraft in the World|date=26 November 2014|website=MiGFlug.com Blog|access-date=29 December 2018}}</ref><ref name="Global Aircraft -- Top 50 Fastest Aircraft"/>

==Design and development==

===Background===
During the Cold War, Soviet Air Defence Forces, PVO (not to be confused with {{wipe|Soviet Air Force}}, VVS) was given the task of strategic air defence of the USSR. This meant not only dealing with accidental border violations, but more importantly defending the vast airspace of the USSR against US reconnaissance aircraft and [[Engineering:Strategic bomber|strategic bomber]]s carrying free-fall nuclear bombs. The performance of these types of aircraft was steadily improved.  In the late 1950s, the very high altitude overflights of Soviet territory by the [[Engineering:Lockheed U-2|Lockheed U-2]] revealed the need for a higher altitude interceptor aircraft than available at that time.<ref>Rich and Janos 1994, p. 15.</ref>

The subsonic [[Engineering:Boeing B-47 Stratojet|Boeing B-47 Stratojet]] and [[Engineering:Boeing B-52 Stratofortress|Boeing B-52 Stratofortress]] strategic bombers were followed by the Mach&nbsp;2 [[Engineering:Convair B-58 Hustler|Convair B-58 Hustler]], with the Mach&nbsp;3 [[Engineering:North American XB-70 Valkyrie|North American B-70 Valkyrie]] on the drawing board at that time. A major upgrade in the PVO defence system was required, and, at the start of 1958, a requirement was issued for manned interceptors capable of reaching {{cvt|3000|km/h|kn}} and heights of up to {{cvt|27|km|ft}}. Mikoyan and Sukhoi responded.<ref>Gordon and Gunston 2000, p. 166.</ref>

[[File:Mikoyan-Gurevich Ye-152 and Ye-152M top-view silhouette comparison.jpg|thumb|YE-152 and YE-152M experimental interceptor]]
The Mikoyan-Gurevich [[Engineering:OKB|OKB]] had been working on a series of interceptors during the second half of the 1950s: the I-1, I-3U, I-7U, I-75, Ye-150, Ye-150A, Ye-152, Ye-152A, Ye-152P, and Ye-152M. The Ye-150 was noteworthy because it was built specifically to test the Tumansky R-15 engine, two of which would later be used for the MiG-25. This led to Ye-152, alternatively known as Ye-166, which set several world records.<ref>Gordon and Gunston 2000, p. 106.</ref> The Ye-152M (converted from one of the two Ye-152 aircraft) was intended to be the definite heavy interceptor design. But before it was finished, the PVO had selected the Tupolev Tu-128. As the work on the MiG-25 was well under way, the single-engine Ye-152M was abandoned.

===Development===
Work on the new Soviet interceptor that became the MiG-25 started in mid-1959,<ref name="ReferenceA"/> a year before Soviet intelligence learned of the American Mach 3 [[Engineering:Lockheed A-12|A-12]] reconnaissance aircraft.<ref name="Great Book">Spick 2000</ref> It is not clear if the design was influenced by the American [[Engineering:North American A-5 Vigilante|A-5 Vigilante]].<ref name="ReferenceA"/>

The design bureau studied several possible layouts for the new aircraft. One had the engines located side by side, as on the MiG-19. The second had a stepped arrangement with one engine amidships, with exhaust under the fuselage, and another in the aft fuselage. The third project had an engine arrangement similar to that of the [[Engineering:English Electric Lightning|English Electric Lightning]], with two engines stacked vertically. Options two and three were both rejected because the size of the engines meant that either of them would result in a very tall aircraft, which would complicate maintenance.<ref name="ReferenceA"/>

The idea of placing the engines in underwing nacelles was also rejected because of the dangers of any thrust asymmetry during flight. Having decided on engine configuration, there was thought of giving the machine [[Engineering:Variable-sweep wing|variable-sweep wing]]s and a second crew member, a navigator. Variable geometry would improve manoeuvrability at subsonic speed, but at the cost of decreased fuel tank capacity. Because the reconnaissance aircraft would operate at high speed and high altitude, the idea was soon dropped. Another interesting but impractical idea was to improve the field performance using two RD36-35 lift-jets. Vertical takeoff and landing would allow for use of damaged runways during wartime and was studied on both sides of the [[Social:Iron Curtain|Iron Curtain]]. The perennial problem with engines dedicated to vertical lift is they become mere dead weight in horizontal flight and also occupy space in the airframe needed for fuel. The MiG interceptor would need all the fuel it could get, so the idea was abandoned.<ref name="WAPJ34 p108"/>

[[File:Ye-155.png|thumb|Ye-155R3 Reconnaissance prototype with a {{cvt|5280|L|USgal|adj=on}} drop tank under the belly, 1964]]
The first prototype was a reconnaissance variant, designated Ye-155-R1, that made its first flight on 6 March 1964.<ref name="Bel p398">Belyakov and Marmain 1994, p. 398.</ref> It had some characteristics that were unique to that prototype, and some of these were visually very evident: the wings had fixed wingtip tanks with a {{cvt|600|L|USgal|adj=on}} capacity, to which small winglets were attached for stability purposes, but when it was found that fuel sloshing around in the tanks caused vibrations, they were eliminated. The aircraft also had attachments for movable foreplanes, [[Engineering:Canard (aeronautics)|canards]], to help with pitch control at high speed (provisions for canards had previously been installed, but not used, on the Ye-152P).<ref name="WAPJ34 p108">Lake 1998, p. 108.</ref><ref name="Bel p272-4">Belyakov and Marmain 1994, pp. 272–274.</ref>

The first flight of the interceptor prototype, Ye-155-P1, took place on 9 September 1964.<ref name="Bel p391">Belyakov and Marmain 1994, p. 391.</ref> Development of the MiG-25, which represented a major step forward in Soviet [[Physics:Aerodynamics|aerodynamics]], [[Engineering:Aerospace engineering|engineering]] and [[Chemistry:Metallurgy|metallurgy]], took several more years to complete.<ref name="Bel p391"/><ref name="Bel 387-8">Belyakov and Marmain 1994, pp. 387–388.</ref>

On 9 July 1967, the new aircraft was first shown to the public at the Domodedovo air show, with four prototypes (three fighters and a reconnaissance aircraft) making a flypast.<ref name="WAPJ34 p109">Lake 1998, p. 109.</ref>

====Aviation records====
The Mikoyan-Gurevich design bureau soon realized that the performance of the new aircraft gave it great potential to set new flight records. In addition to their normal duties, the prototypes Ye-155-P1, Ye-155-R1, Ye-155-R3 were made lighter by removing some unneeded equipment and were used for these attempts. Under Federation Aeronautique Internationale (FAI) classification, the Ye-155 type belonged to class C1 (III), which specifies jet-powered land planes with unlimited maximum take-off weight. Records set included:
* The first claim was for world speed records with no payload and payloads of {{convert|1000|and|2000|kg|sigfig=4}}. MiG OKB Chief Test Pilot Aleksandr Vasilyevich Fedotov reached an average speed of {{cvt|2319.12|km/h|kn}} over a {{cvt|1000|km|mi|sigfig=4}} circuit on 16 March 1965.<ref name="Bel p391"/>
* For pure speed, with no payload, test pilot Mikhail M. Komarov averaged {{cvt|2,981.5|km/h|kn}} over a {{cvt|500|km|mi|sigfig=3}} closed circuit on 5 October 1967.<ref name="Bel p391"/> On the same day, Fedotov reached an altitude of {{convert|29977|m|ft}} with a {{convert|1000|kg|lb|sigfig=4}} payload.<ref name="Bel p392"/> The MiG eventually became the first aircraft to go higher than {{convert|35000|m|ft}}.<ref name="Bel p392"/>
* Time to height records were recorded on 4 June 1973 when Boris A. Orlov climbed to {{cvt|20000|m|ft|0}} in 2&nbsp;min 49.8&nbsp;s. The same day, Pyotr M. Ostapenko reached {{cvt|25000|m|ft|0}} in 3&nbsp;min 12.6&nbsp;s and {{cvt|30000|m|ft|0}} in 4&nbsp;min 3.86&nbsp;s.<ref name="Bel p392"/>
* On 25 July 1973, Fedotov reached {{cvt|35230|m|ft|0}} with {{cvt|1000|kg|lb|0}} payload and {{cvt|36240|m|ft}} with no load (an absolute world record).<ref name="Bel p392">Belyakov and Marmain 1994, p. 392.</ref> In the thin air, the engines flamed out, and the aircraft coasted in a ballistic trajectory by inertia alone. At the apex the speed had dropped to {{cvt|75|km/h|kn}}.
* On 31 August 1977, Ye-266M again flown by Fedotov, set the recognized absolute altitude record for a jet aircraft under its own power.<ref name="Bel p406-7">Belyakov and Marmain 1994, pp. 406–407.</ref> He reached {{convert|37650|m|ft}} at Podmoskovnoye, USSR in zoom climb (the absolute altitude record is different from the record for sustained altitude in horizontal flight). The aircraft was actually a MiG-25RB re-engined with the powerful R-15BF2-300. It had earlier been part of the program to improve the aircraft's top speed that resulted in the MiG-25M prototype.<ref name="ReferenceA"/><!-- The Ye-266 and Ye-266M are prototype versions for the MiG-25 per Complete Encyclopedia of World Aircraft, 1997. -->

In all, 29 records were claimed, of which seven were all-time world records for time to height, altitudes of {{cvt|20000|m|ft|sigfig=2}} and higher, and speed. Several records still stand.<ref name="ReferenceA"/>

====Technical description====
Because of the [[Physics:Thermal expansion|thermal stresses]] incurred in flight above Mach&nbsp;2, the Mikoyan-Gurevich OKB had difficulties choosing what materials to use for the aircraft. They had to use E-2 heat-resistant Plexiglas for the canopy and high-strength stainless steel for the wings and fuselage. Using titanium rather than steel would have been ideal, but it was expensive and difficult to work with. The problem of cracks in welded titanium structures with thin walls could not be solved, so the heavier [[Chemistry:Nickel|nickel]] steel was used instead.  It cost far less than titanium and allowed for welding, along with heat-resistant seals.<ref name="ReferenceA">Gordon 2007 {{pn|date=November 2023}}</ref> The MiG-25 was constructed from 80% nickel-steel alloy, 11% [[Chemistry:Aluminium|aluminium]], and 9% [[Chemistry:Titanium|titanium]].<ref name=Eden_p308>Eden 2004, p. 308.</ref> The steel components were formed by a combination of [[Engineering:Spot welding|spot welding]], automatic [[Chemistry:Welding|machine welding]], and hand [[Physics:Arc welding|arc welding]] methods.{{citation needed|date= May 2022}}

Initially, the interceptor version was equipped with the {{anchor|Smerch}}TL-25 ''Smerch-A'' (also referred to as ''Product 720'') [[Engineering:Radar|radar]], a development of the system carried by the earlier Tu-128. While powerful and thus long-ranged and resistant to jamming, the system—due to the age of its design and its intended purpose (tracking and targeting high- and fast-flying US bombers and reconnaissance aircraft)—lacked look-down/shoot-down capability, which limited its effectiveness against low-flying targets. (This is one of the reasons why it was replaced with the [[Engineering:Mikoyan MiG-31|Mikoyan-Gurevich MiG-31]], whose [[Engineering:Zaslon|Zaslon]] radar has that capability.) By the time the MiG-25 entered service in 1969, this was a serious shortcoming, as strategic bombing doctrine was shifting towards low-level penetration of enemy territory.  After Belenko's defection to Japan exposed this flaw to the West, a government decree issued on 4 November 1976 called for urgent development of a more advanced radar. This resulted in the [[Physics:Pulse-Doppler radar|pulse-Doppler radar]] ''Sapphire-25'' system fitted to the MiG-25PD variant.{{citation needed|date= May 2022}}

As an interceptor, typical armament includes four R-40 long-range [[Engineering:Air-to-air missile|air-to-air missile]]s, each fitted with either an infrared seeker (R-40T/TD) or a [[Engineering:Semi-active radar homing|semi-active radar homing]] seeker (R-40R/RD) and a maximum range of {{cvt|35|–|60|km|mi}} against a high-flying target on a collision course. A fuel tank could be suspended under the fuselage.  The aircraft could carry unguided gravity bombs to fulfill a rudimentary strike role by using a delivery system developed for nuclear weapons.<ref name=":2">{{Cite book |last=Razoux |first=Pierre |title=The Iran-Iraq War |publisher=Belknap Press |year=2015 |isbn=9780674088634}}</ref> As the bombs would weigh no more and incur no more drag than its regular load of R-40 missiles, its performance was not impaired, leading to some impressive bombing feats; when released at an altitude of {{cvt|20000|m|ft}} and a speed above Mach&nbsp;2, a {{cvt|500|kg|lb}} bomb would have a range of several tens of kilometres.<ref>{{cite web |url=http://www.soldiering.ru/avia/airplane/pvo_rus/mig25.php |title=Истребитель-перехватчик МиГ-25П (ПД) |language=ru |website=Военное дело/Voennoe delo |access-date=14 November 2014}}</ref>

The MiG-25 was theoretically capable of a maximum speed exceeding Mach&nbsp;3 and a ceiling of {{convert|27|km|ft|abbr=on}}. Its high speed was problematic: although sufficient thrust was available to reach Mach&nbsp;3.2, a limit of Mach&nbsp;2.83 had to be imposed as the engines tended to overspeed and overheat at higher air speeds, possibly damaging them beyond repair.<ref name="Intelligence: Big-Mouth Belenko"/><ref name="ReferenceB"/>

The design cruising speed is Mach&nbsp;2.35 (2,500&nbsp;km/h) with partial afterburner in operation. The maximum speed of Mach&nbsp;2.83 (3,000&nbsp;km/h) is allowed to maintain no more than 5&nbsp;minutes due to the danger of overheating of the airframe and fuel in the tanks. When the airframe temperature reaches {{cvt|290|°C|°F}}, the warning lamp lights up, and the pilot must reduce airspeed. The use of a partial afterburner and a cruising flight altitude {{cvt|19000|–|21000|m|ft}} makes it possible to have a range only {{cvt|230|km|mi}} less than when flying Mach&nbsp;0.9 at altitudes {{cvt|9000|–|10000|m|ft}}. The maximum altitude of flight without an afterburner in operation is {{cvt|12000|m|ft}}.<ref>Practical aerodynamics of the MiG-25RB, Military Publishing House of the USSR Ministry of Defense, 1978, p. 88–90.</ref> The poor fuel consumption in the subsonic regime, and hence range, is due to the engines having extremely low pressure ratio of just 4.75 at subsonic speeds. The [[Physics:Thrust-specific fuel consumption|specific fuel consumption]] (SFC) of the engines is 1.12lb/(h·lbf) in cruise and 2.45lb/(h·lbf) with afterburners.<ref>Soviet Spyplanes of the Cold War, Casemate, Yefim Gordon, P.&nbsp;70.</ref> For comparison purposes, this is 50% worse in cruise than the first generation of F100 engines from the F-15 Eagle, but the SFC with afterburners is actually nearly equal, despite the F100 being a far newer engine design.<ref>{{cite web |url=http://www.jet-engine.net/miltfspec.html |title=Military Turbojet/Turbofan Specifications |website=Jet Engine Specification Database |author=Nathan Meier |access-date=29 December 2018 |archive-date=2 October 2011 |archive-url=https://web.archive.org/web/20111002090707/http://www.jet-engine.net/miltfspec.html |url-status=dead}}</ref>

===Production===
[[File:MiG-25RB cams.jpg|thumb|Surveillance cameras of the MiG-25RB]]

Full-scale production of the ''MiG-25R'' ("Foxbat-B") began in 1969 at the Gorkii aircraft factory (Plant No.&nbsp;21). The ''MiG-25P'' ("Foxbat-A") followed in 1971, and 460 of this variant were built until production ended in 1982. The improved PD variant that replaced it was built from 1978 till 1984, with 104 aircraft completed.<ref name="ReferenceA"/> Subsequently, the Gorkii factory switched over production to the new MiG-31.

===Western intelligence and the MiG-25===
[[File:Mig-25.jpg|thumb|MiG-25RBSh with markings of 2nd Sqn/47th GvORAP (Guards independent recce Regiment)]]

Inaccurate intelligence analysis caused the West initially to believe the MiG-25 was an agile air-combat fighter rather than an interceptor. In response, the United States started a new program, which resulted in the [[Engineering:McDonnell Douglas F-15 Eagle|McDonnell Douglas F-15 Eagle]].<ref>Jenkins 1998, pp. 6–7.</ref> NATO obtained a better understanding of the MiG-25's capabilities on 6 September 1976, when a Soviet Air Defence Forces pilot, Lt. Viktor Belenko, [[Social:Defection|defected]], landing his MiG-25P at Hakodate Airport in Japan.<ref name="Barron">Barron 1980, p. 15.</ref><ref>{{cite news |url=https://query.nytimes.com/gst/abstract.html?res=9D07E3DF133CE334BC4F53DFBF66838D669EDE |newspaper={{wipe|New York Times}} |title=Russian Lands New MIG-25 in Japan, Seeking U.S. Refuge |date=7 September 1976}}</ref>  The pilot overshot the runway on landing and damaged the front landing gear. Despite Soviet protests, the Japanese invited U.S. Air Force personnel to investigate the aircraft.<ref name="Barron p131">Barron 1980, p. 131.</ref> On 25 September, it was moved by a C-5A transport to a base in central Japan, where it was carefully dismantled and analyzed.<ref name="Barron photo">Barron 1980, photoplates.</ref> After 67 days, the aircraft was returned by ship to the Soviets, in pieces.<ref name="Barron p180">Barron 1980, p. 180.</ref><ref>{{cite news |url=https://query.nytimes.com/gst/abstract.html?res=9E06E2D6153EE334BC4A52DFB767838D669EDE |title=Japan Starts Returning Soviet's MIG |newspaper=The New York Times |date=12 November 1976}}</ref> The aircraft was reassembled and is now on display at the Sokol plant in Nizhny Novgorod.

The analysis, based on technical manuals and ground tests of its engines and avionics, revealed unusual technical information:
* Belenko's particular aircraft was brand new, representing the latest Soviet technology.
* The aircraft was assembled quickly and was essentially built around its massive Tumansky R-15(B) turbojets.
* [[Chemistry:Welding|Welding]] was done by hand. Rivets with non-flush heads were used in areas that would not cause adverse [[Physics:Drag|aerodynamic drag]].<ref name="Barron pp. 169–171"/>
* The aircraft was built of a nickel-steel alloy and not [[Chemistry:Titanium|titanium]], as was assumed (although some titanium was used in heat-critical areas). The steel construction contributed to the craft's high {{cvt|29000|kg|lb}} unarmed weight.
* Maximum acceleration ([[Physics:G-force|''g''-load]]) rating was just 2.2&nbsp;''g'' (21.6&nbsp;m/s<sup>2</sup>) with full fuel tanks, with an absolute limit of 4.5&nbsp;''g'' (44.1&nbsp;m/s<sup>2</sup>). One MiG-25 withstood an inadvertent 11.5&nbsp;''g'' (112.8&nbsp;m/s<sup>2</sup>) pull during low-altitude dogfight training, but the resulting deformation damaged the airframe beyond repair.<ref>[http://www.globalaircraft.org/planes/mig-25_foxbat.pl "MiG-25"]. ''globalaircraft.org''. Retrieved: 5 September 2010.</ref>
* Combat radius was {{convert|186|mi|km|order=flip}}, and maximum range on internal fuel (at subsonic speeds) was only {{convert|744|mi|km|order=flip}} at low altitude, less than {{cvt|1000|m|ft}}.<ref name="ReferenceA"/>
* The [[Physics:Airspeed indicator|airspeed indicator]] was redlined at Mach&nbsp;2.8, with typical intercept speeds near Mach&nbsp;2.5 in order to extend the service life of the engines.<ref name="Barron"/> A MiG-25 was tracked flying over the [[Place:Sinai Peninsula|Sinai Peninsula]] at Mach&nbsp;3.2 in the early 1970s, but the flight led to the engines being damaged beyond repair.<ref name="Barron pp. 169–171">Barron 1980, pp. 169–171.</ref>
* The majority of the on-board [[Engineering:Avionics|avionics]] were based on [[Physics:Vacuum tube|vacuum-tube]] technology, more specifically [[Engineering:Nuvistor|nuvistor]]s, not [[Physics:Solid-state electronics|solid-state electronics]]. Although they represented aging technology, vacuum tubes were more tolerant of temperature extremes, thereby removing the need for environmental controls in the avionics bays. With the use of vacuum tubes, the MiG-25P's original ''Smerch-A'' (''Tornado'', NATO reporting name "Foxfire") [[Engineering:Radar|radar]] had enormous power, about 600&nbsp;[[Watt|kilowatts]]. As with most Soviet aircraft, the MiG-25 was designed to be as robust as possible. The use of vacuum tubes also made the aircraft's systems resistant to an [[Physics:Electromagnetic pulse|electromagnetic pulse]], for example, after a nuclear blast. They were also presumably used to provide [[Engineering:Radiation hardening|radiation hardening]] for the avionics.<ref>Broad, William J. "Nuclear Pulse (I): Awakening to the Chaos Factor". ''Science'', Volume 212, 29 May 1981, pp. 1009–1012.</ref><ref>Nuvistor Valves by Stef Niewiadomski. <!--http://www.r-type.org/articles/art-150.htm--></ref>

===Later versions===
As the result of Belenko's defection and the compromise of the MiG-25P's radar and missile systems, beginning in 1976, the Soviets developed an updated version with a new fire control system, the ''MiG-25PD'' ("Foxbat-E").  The MiG-25PD replaced the Smerch-A radar of the MiG-25P with the Saphir-25, based on the [[Engineering:Mikoyan-Gurevich MiG-23|MiG-23]]'s Saphir-23, supplemented by an [[Physics:Infrared search and track|Infrared search and track]] (IRST) system. The ability of carry R-60 air-to-air missiles was added. A total of 104 MiG-25PDs were built from 1978 to 1984, while existing MiG-25Ps were modified to a similar standard to the PD as the ''MiG-255PDS''.<ref name="gfoxp389">Gordon 2007, pp. 38–39</ref>

Work was also carried out to improve the MiG-25's performance, with a revised version of the R15 engine, the R15BF2-300, designed with an extra compression stage and running at higher temperatures to give greater power and better fuel consumption. A MiG-25P was fitted with the new engines, with testing of the modified aircraft, unofficially known as the MiG-25M (Ye-155M) beginning in 1974. Planned production aircraft would have received improved radar and armament, but production orders never followed, as the coming [[Engineering:Mikoyan MiG-31|MiG-31]] showed more promise.<ref name="gfoxp546">Gordon 2007, pp. 54–56</ref> Three MiG-25RB reconnaissance/strike aircraft were also modified with the R15BF2-300, which were used to set a series of time-to-height world records (under the designation Ye-266M) on 17 May 1975, and two altitude world records in 1977.<ref name="gfoxp567">Gordon 2007, pp. 56–57</ref>

==Operational history==

===Soviet Union===
[[File:MiG-25PU rvb 2.jpg|thumb|MiG-25PU]]

The unarmed 'B' version had greater impact than the interceptor when the USSR sent two MiG-25R and two MiG-25RB to Egypt in March 1971, which stayed until July 1972. They were operated by the Soviet 63rd Independent Air Detachment (Det 63), which was established for this mission. Det 63 flew over Israeli-held territory in [[Place:Sinai Peninsula|Sinai]] on reconnaissance missions roughly 20 times. The flights were in pairs at maximum speed and high altitude, between {{cvt|17000|and|23000|m|ft}}.<ref name="gfoxp971">Gordon 2007, pp. 97–101</ref> On 6 November 1971, a Soviet MiG-25 operating out of Egypt flying at Mach 2.5 was met by Israeli F-4Es and fired upon unsuccessfully.<ref name="Sinai">[http://www.spyflight.co.uk/foxbats.htm "Foxbats over Sinai."] {{Webarchive|url=https://web.archive.org/web/20131103082353/http://www.spyflight.co.uk/foxbats.htm |date=3 November 2013}} ''spyflight.co.uk.'' Retrieved: 5 September 2010.</ref> A MiG-25 was tracked flying over Sinai at Mach 3.2 during this period. The MiG-25 engines went into [[Engineering:Overspeed|overspeed]], which led to them being scrapped.<ref name="Great Book"/> Det 63 was sent back home in 1972. Soviet-operated reconnaissance Foxbats returned to Egypt in 19–20 October 1973, during the Yom Kippur War.<ref name="Sinai"/> Det 154 remained in Egypt until late 1974.<ref name="gfoxp101">Gordon 2007, p. 101</ref>

During the 1970s, the Soviet air force conducted reconnaissance overflights across Iran using its MiG-25RBSh aircraft in response to joint US-Iran recon operations.<ref>{{cite web|url=http://www.spyflight.co.uk/darkgene.htm|title=Project Ibex and Project Dark Gene|access-date=14 November 2014|archive-url=https://web.archive.org/web/20150924105124/http://www.spyflight.co.uk/darkgene.htm|archive-date=24 September 2015|url-status=dead|df=dmy-all}}</ref>

The {{wipe|Swedish Air Force}} observed Soviet Air Defence MiG-25s via radar regularly performing intercepts at {{cvt|19000|m|ft}} and {{cvt|2.9|km|mi}} behind the [[Engineering:Lockheed SR-71 Blackbird|Lockheed SR-71 Blackbird]] at {{cvt|22000|m|ft}} over the [[Place:Baltic Sea|Baltic Sea]] in the 1980s.<ref name=rbth2012>{{cite news |url= http://in.rbth.com/articles/2012/09/03/foxhound_vs_blackbird_how_the_migs_reclaimed_the_skies_17363.html |archive-url= https://archive.today/20160127030158/http://in.rbth.com/articles/2012/09/03/foxhound_vs_blackbird_how_the_migs_reclaimed_the_skies_17363.html |url-status= dead |archive-date= 27 January 2016 |title= Foxhound vs Blackbird: How the MiGs reclaimed the skies |last= Simha |first= Rakesh Krishnan |date= 3 September 2012 |work= Russia Beyond the Headlines |publisher= Rossiyskaya Gazeta |access-date= 30 May 2015}}<!--page 2 only clickable, not linkable or archivable--></ref>

===Syria===
On 13 February 1981, the {{wipe|Israeli Air Force}} sent two RF-4Es over [[Place:Lebanon|Lebanon]] as decoys for Syrian MiG-25 interceptors. As the MiGs scrambled, the RF-4Es turned back delivering chaff and using ECM pods. Two IDF/AF F-15As were waiting for the MiGs and shot one of them down with AIM-7F Sparrow missiles. The other MiG was able to escape.<ref>Aloni 2006, p. 33.</ref> In a similar engagement, on 29 July 1981, a Syrian MiG-25 was again downed by an Israeli F-15A,<ref>Aloni 2006, pp. 37–38.</ref><ref name="Gordon 1997, p. 53">Gordon 1997, p. 53.</ref> after which a second MiG-25 launched its R-40 missiles at the F-15 and its wingman, but they missed.<ref>Aloni 2006, p. 38.</ref>

The first reported activity of Syrian MiG-25 aircraft in the civil war was on 8 February 2014, when two Turkish Air Force F-16s were scrambled to intercept a Syrian MiG-25 which was approaching the Turkish border.<ref>{{cite web|url=http://www.f-16.net/f-16-news-article4842.html|title=Turkish F-16 jets scramble to intercept 2 Syrian Su-24s|access-date=13 February 2015}}</ref>

===Iraq===
[[File:Air-to-air right underside rear view of a Soviet MiG-25 Foxbat aircraft.jpg|thumb|A Soviet MiG-25]]

====Iran–Iraq War====
{{Prose|section|date=January 2021}}
All confirmed air-to-air kills by the MiG-25 were made by Iraq.<ref name=":1"/>

The MiG-25 was in service with the {{wipe|Iraqi Air Force}} during the Iran–Iraq War. Iraqi claimed their MiG-25s shot down at least 15 Iranian aircraft during the war, while only one MiG-25 was lost in air combat (one more lost by SAM<ref name="ReferenceC">Iran-Iraq War in the Air 1980–1988 (2002). Tom Cooper, Farzad Bishop.</ref>)

* On 19 March 1982, an Iranian [[Engineering:McDonnell Douglas F-4 Phantom II|F-4E]] was badly damaged by a missile fired by an Iraqi MiG-25.<ref>{{cite web|url=http://iiaf.net/aircraft/jetfighters/F4/f4.html|title=The Imperial Iranian|access-date=14 November 2014|url-status=dead|archive-url=https://web.archive.org/web/20141128055926/http://iiaf.net/aircraft/jetfighters/F4/f4.html|archive-date=28 November 2014|df=dmy-all}}</ref>
* 24 November 1982 an Iraqi MiG-25PD over Eivan shot down an Iranian F-5F.<ref name="Потери ВВС Ирана">[http://www.skywar.ru/IRIAF8088.html Потери ВВС Ирана]</ref>
* In December 1982, an Iraqi MiG-25PD over Baghdad shot down an Iranian [[Engineering:Northrop F-5|F-5E]].<ref>Стальная птица. Ефим Гордон. Журнал «Авиация и Время». № 05 2004</ref>
* Iraqi MiG-25s made another kill against Iran in February 1983, when an Iraqi MiG-25PD shot down an Iranian C-130.
* In April 1984, an Iraqi MiG-25PD shot down an Iranian [[Engineering:Northrop F-5|F-5E]].<ref name="Потери ВВС Ирана"/>
* On 21 March 1985, an Iraqi MiG-25PD shot down an Iranian F-4E (Iranian pilots Hossein Khalatbari and Mohammad Zadeh were killed).<ref name="Потери ВВС Ирана"/>
* 5 June 1985 an Iraqi MiG-25PD shot down a second Iranian F-4E.
* 17 February 1986 an Iraqi MiG-25PD shot down an Iranian Fokker F-27, all 53 people, crew and high-ranked officers were killed.<ref name="Потери ВВС Ирана"/>
* On 23 February 1986, an Iraqi MiG-25PD shot down an Iranian EC-130E.
* 10 June 1986 an Iraqi MiG-25PD shot down an Iranian RF-4E.
* In October 1986, an Iraqi MiG-25PDS shot down a second RF-4E.<ref>Mevlutoglu, Arda. [http://s188567700.online.de/CMS/index2.php?option=com_content&do_pdf=1&id=37 "Airshow Turkiye 2011."]{{dead link|date=July 2011}} ''ACIG'', 11 June 2011. Retrieved; 30 June 2011.</ref>
* On 17 January 1987, an Iraqi MiG-25PDS shot down an Iranian F-14A with an R-40 missile.<ref>MiG-23 Flogger in the Middle East. Helion and Company, 2018. pp. 39, 40</ref> Iranian pilot Major Bahram Ghaneie was rescued, operator Lieutenant Reza Vadtalab was killed. For a long time it was believed that this air victory was won by a MiG-23ML.<ref name="Потери ВВС Ирана"/>

The most successful Iraqi MiG-25 pilot of the war was Colonel Mohommed Rayyan, who was credited with ten kills.  Eight of these were while flying the MiG-25PD from 1981 to 1986.  In 1986, after attaining the rank of Colonel, Rayyan was shot down and killed by Iranian F-14s.<ref>Nicolle and Cooper 2004, pp. 82, 86.</ref> For the majority of the air combat Iraqi pilots used R-40 missiles.

* On 3 May 1981, an Iraqi MiG-25PD shot down an Algerian Gulfstream II.<ref>{{ASN accident|type=Shot down by aircraft|title=	7T-VHB|id=19820503-0}}</ref>
* On 2 October 1986, an Iraqi MiG-25PD shot down a Syrian MiG-21RF.<ref name=":0">{{cite web|url=http://www.acig.info/CMS/index.php?option=com_content&task=view&id=37&Itemid=47|title=Iraqi Air-to-Air Victories since 1967|author=Sander Peeters|access-date=14 November 2014|archive-url=https://web.archive.org/web/20141006090808/http://www.acig.info/CMS/index.php?option=com_content&task=view&id=37&Itemid=47|archive-date=6 October 2014 |url-status=dead}}</ref>

According to research by journalist Tom Cooper, Iranian claimed ten MiG-25s (nine reconnaissance and one fighter) may have been shot down by Iranian F-14s (one of them shared with an F-5<ref name=":1">{{cite web|url=http://www.acig.org/artman/publish/article_211.shtml|title=Arabian Peninsula & Persian Gulf Database: Iranian Air-to-Air Victories, 1982-Today, Sept. 16, 2003|access-date=14 November 2014|archive-url=https://web.archive.org/web/20141008121052/http://www.acig.org/artman/publish/article_211.shtml |archive-date=8 October 2014 |url-status=dead}}</ref>) during the Iran-Iraq war.<ref name="Combat 2004, pp. 85-88">Cooper, Tom and Farzad Bishop. ''Iranian F-14 Tomcat Units in Combat'', pp. 85–88. Oxford: Osprey Publishing, 2004.</ref> Only three MiG-25 losses (to ground fire or air combat) were confirmed by Iraq.<ref name="ReferenceC"/>

Confirmed MiG-25 combat losses during Iran-Iraq war:
* June 1983 an Iraqi MiG-25R piloted by Colonel Abdullah Faraj Mohammad was shot down by an Iranian fighter jet F-14A.<ref>[https://nationalinterest.org/blog/buzz/who-wins-when-americas-f-14-tomcat-fights-russias-mig-25-109401 Who Wins When America's F-14 Tomcat Fights Russia's MiG-25? Tom Cooper. National Interest. December 27, 2019]</ref>
* 25 February 1987 an Iraqi MiG-25RB piloted by Lieutenant Sayer Sobhi Ahmad was shot down by an Iranian SAM HQ-2, pilot was captured.<ref>{{cite web |author= |url= http://www.skywar.ru/Iraqinc.html |title= Кадиссия |language= ru |website= skywar.ru |date= |accessdate= 2021-01-17}}</ref>
The MiG-25 was also used as a strike aircraft during the war, targeting Iranian cities.<ref name=":2" />

====Persian Gulf War====
[[File:Defense.gov News Photo 990528-O-9999M-011.jpg|thumb|Post Operation Desert Storm assessment photograph of an Iraqi aircraft bunker with the remains of a MIG-25 after being attacked with a 2,000 pound laser-guided bomb.]]

During the Persian Gulf War, a U.S. Navy F/A-18, piloted by Lieutenant Commander Scott Speicher, was shot down on the first night of the war in the early hours of 17 January 1991 by a missile fired by a MiG-25.<ref>Palaidis, George C. (16 February 2004). "[https://web.archive.org/web/20070928021938/http://media.www.fsunews.com/media/storage/paper920/news/2004/02/16/News/Search.For.Fsu.Mia.In.Iraq.Continues-2360343.shtml Search for FSU MIA in Iraq Continues]". FSView. Archived from [http://media.www.fsunews.com/media/storage/paper920/news/2004/02/16/News/Search.For.Fsu.Mia.In.Iraq.Continues-2360343.shtml the original] on 28 September 2007.</ref><ref>Weiner, Tim. [https://query.nytimes.com/gst/fullpage.html?res=9800E6DF1739F937A25751C1A963958260&sec=&spon=&pagewanted=1 "With Iraq's O.K., a U.S. Team Seeks War Pilot's Body."] ''The New York Times'', 14 December 1995, p. A1.</ref><ref name="CIA_summ">[http://www.foia.cia.gov/docs/DOC_0000588922/0000588922_0001.gif "Intelligence Community Assessment of the Lieutenant Commander Speicher Case".] {{webarchive|url=https://web.archive.org/web/20041017122850/http://www.foia.cia.gov/docs/DOC_0000588922/0000588922_0001.gif |date=17 October 2004}} ''CIA'', FOIA Electronic Reading Room, 27 March 2001. Retrieved: 10 September 2006.</ref> The kill was reportedly made with a Bisnovat R-40TD missile fired from a MiG-25PDS flown by Lt. Zuhair Dawood of the 84th squadron of the IQAF,<ref>Sadik, A. and D. Zampini. "Tretij Den' (i posledujuschie...)" ["The Third Day (and beyond...)."] ''Aviacija i vremja'' (''Aviation and Time''), No. 6, 2005</ref>

Two IQAF MiG-25s were shot down by {{wipe|U.S. Air Force}} F-15s on 19 January. The MiGs attempted to hide from the F-15s by using chaff and electronic jammers in order to engage the F-15s untargeted. However the F-15 pilots were able to reacquire the two Iraqi MiG-25s and shot both down with AIM-7 Sparrow missiles.<ref>{{cite web|url=http://www.rjlee.org/air/ds-aakill/|title=Coalition Air-to-Air Victories in Desert Storm|access-date=14 November 2014}}</ref> In another incident, an Iraqi MiG-25PD, after eluding eight USAF F-15s at long range, fired three missiles at General Dynamics EF-111A Raven electronic warfare aircraft, forcing them to abort their mission and leave attacking aircraft without electronic jamming support.{{#tag:ref|Quote: "But as the Ravens began their second orbit in a counterclockwise turn toward the Syrian border (over [[Place:Al-Qa'im (town)|Al-Qaim]]), a MiG-25 suddenly darted toward them at high speed. The Iraqi fired one air-to-air missile at the lead Raven and two at his wingman. The missiles flew wide, but the Ravens dived to escape and then, uncertain where the MiG was lurking, turned back to Saudi Arabia."|group=N}}<ref>Atkinson 1993, pp. 125–126.</ref>

In a different incident, two MiG-25s approached a pair of F-15s, fired missiles at long range which were evaded by the F-15s, and then outran the American fighters. Two more F-15s joined the pursuit, and a total of 10 air-to-air missiles were fired at the MiG-25s, though none reached them.<ref>Atkinson 1993, pp. 230–231.</ref>

On 30 January 1991, an IQAF MiG-25 damaged a USAF F-15C by a R-40 missile in the Samurra Air Battle. Iraq claims it was shot down and fell in Saudi Arabia.<ref name=":0" />

After the war, on 27 December 1992, a U.S. [[Engineering:General Dynamics F-16 Fighting Falcon|F-16D]] downed an IQAF MiG-25 that violated the no-fly zone in southern Iraq with an AIM-120 AMRAAM missile. It was the first USAF F-16 air-to-air victory and the first AMRAAM kill.<ref>{{cite web|url=https://www.youtube.com/watch?v=UrYcxXIg5fI&NR=1| archive-url=https://ghostarchive.org/varchive/youtube/20211106/UrYcxXIg5fI| archive-date=2021-11-06 | url-status=live|title=F 16 vs MiG25 on CNN|work=YouTube|access-date=14 November 2014}}{{cbignore}}</ref>

On 23 December 2002, an Iraqi MiG-25 shot down a U.S. Air Force unmanned MQ-1 Predator drone, which was performing armed reconnaissance over Iraq. This was the first time in history that an aircraft and an unmanned drone had engaged in combat.<ref>{{Cite magazine|url=https://www.wired.com/2012/11/predator-defenseless/|title=Predator Drones Once Shot Back at Jets... But Sucked At It|magazine=Wired|date=11 September 2012}}</ref> Predators had been armed with AIM-92 Stinger air-to-air missiles and were being used to "bait" Iraqi fighter aircraft, then run. In this incident, the Predator did not run, but instead fired one of the Stingers, which missed, while the MiG's missile did not.<ref>{{Cite web|url=https://www.cbsnews.com/stories/2003/04/25/tech/main551126.shtml|title=Pilotless Warriors Soar To Success Air Force's Unmanned Planes Stealing Pilots' Jobs|archive-date=12 October 2007|archive-url=https://web.archive.org/web/20071012193052/https://www.cbsnews.com/stories/2003/04/25/tech/main551126.shtml|first=Jim|last= Krane|website=CBS News}}</ref><ref>[http://www.atwar.net/download.php?view.174 "Video of Shoot-Down."] ''CBS.'' Retrieved: 5 September 2010.</ref>

No Iraqi aircraft were deployed in the U.S. invasion of Iraq in 2003, with most Iraqi aircraft being hidden or destroyed on the ground. In August 2003, several dozen Iraqi aircraft were discovered buried in the sand.

===India===
[[File:Ex IAF Mig-25.jpg|thumb|MiG-25R of No. 102 Squadron IAF on display at the Indian Air Force Museum, Palam]]

The MiG-25 was kept a guarded secret in India, designated ''[[Unsolved:Garuda|Garuda]]'' after the large mythical bird of Vishnu from Hindu scriptures.<ref name=India_retires_MiGs/> It was used extensively in the Kargil War and Operation Parakram, conducting aerial reconnaissance sorties over Pakistan.{{#tag:ref|Quote: "The MIG 25 was extensively used in the Kargil conflict in 1999 and also during Operation Parakram 2001."|group=N}}<ref name="Rahul K. Bhonsle 2006, p. 256">Bhonsle 2006, p. 256.</ref>

In May 1997, an {{wipe|Indian Air Force}} Mikoyan MiG-25RB reconnaissance aircraft created a furor when the pilot flew faster than Mach 3 over Pakistani territory following a reconnaissance mission into Pakistan airspace.<ref name="TT20131210">[https://archive.today/20060519163247/http://www.telegraphindia.com/1060502/asp/frontpage/story_6171245.asp "So long, old superspy in the sky – Record-holder MiG 25, Indian Air Force’s relic from the Cold War era, flies its last sortie"] The Telegraph 1 May 2006</ref> The MiG-25 broke the sound barrier while flying at an altitude of around {{cvt|20000|m|ft}}, otherwise the mission would have remained covert, at least to the general public. The Pakistani Government contended that the breaking of the sound barrier was a deliberate attempt to make the point that the Pakistan Air Force (PAF) had no aircraft in its inventory that could come close to the MiG-25's cruising altitude (up to {{convert|74000|ft|m|order=flip}}).<ref name="TT20131210" /> India denied the incident but Pakistan's Foreign Minister, Gohar Ayub Khan, believed that the Foxbat photographed strategic installations near the capital, [[Place:Islamabad|Islamabad]].<ref name="TT20131210" /><ref>Steinemann, Peter. [http://vayu-sena.tripod.com/other-1997mig25-1.html "VayuSena: Recce Incursion."] ''Air Power International''. Retrieved: 5 September 2010.</ref>

Lack of spare parts and India's acquisition of [[Engineering:Unmanned aerial vehicle|unmanned aerial vehicle]]s and [[Astronomy:Satellite imagery|satellite imagery]] eventually led to its retirement in 2006.{{#tag:ref|Quote: "UAVs and Satellite Imagery have made these aircraft obsolete to an extent, however these are still useful for strategic reconnaissance. Spares are a major problem as per Air Marshal A K Singh, C in C Western Air Command."|group=N}}<ref name=India_retires_MiGs/><ref name="Rahul K. Bhonsle 2006, p. 256"/>

Subsequently, six out of the seven surviving MiG-25s (the eighth aircraft was lost in a crash in 1994) have been preserved at various locations in India.

An aerial observation of the solar eclipse of 24 October 1995 over India was conducted by a MiG-25,<ref>[http://www.bharat-rakshak.com/IAF/aircraft/past/963-mig25.html The MIGnificient Flying Machines – MiG-25R] Bharat Rakshak.com 22 August 2017</ref> which took images of the eclipse at an altitude of {{cvt|25000|m|ft}}.<ref>{{cite book |last1=Bhatnagar |first1=A |last2=Livingston| first2=William Charles |date=2005 |title=Fundamentals of Solar Astronomy |url=https://books.google.com/books?id=fe7XDuxCYjcC&pg=PA157|publisher=World Scientific |page=157 |isbn=9812382445}}</ref>

===Libya===
[[File:Libyan MiG-25 in flight c1985.jpg|thumb|MiG-25 of the Libyan Air Force]]

Libya was a major user of the MiG-25 as it imported 96 MiG-25PD interceptor, MiG-25PU trainer and MiG-25RBK reconnaissance aircraft in the late 1970s and early 1980s.<ref name="defenceweb.co.za">{{cite web|url=http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=39082:libyan-mig-25-destroyed-in-crash&catid=35:Aerospace&Itemid=107|title=Libyan MiG-25 destroyed in crash – defenceWeb|website=www.defenceweb.co.za|date=8 May 2015|access-date=29 December 2018}}</ref>

During the 1980s, Libya confronted the United States over some claims over the extension of its territorial waters. These incidents prompted a number of encounters between the opposing forces as it happened during the Gulf of Sidra incident (1981) with the Libyan MiG-25s taking part in them.

During the following years, the Libyan MiG-25 fleet was grounded, lacking maintenance. As MiG-25s had been grounded for several years, NATO attacks spared them during the Libyan Civil War (2011).

In 2014 and 2015, the Libyan forces under the New General National Congress controlled a number of former LARAF airframes, that were retired and stored before the Libyan Civil War in 2011, among them a number of MiG-25s. Technicians started working on some of the airframes to press them back to service in the fight against the opposing internationally recognized Libyan government forces.

On 6 May 2015, a New General National Congress MiG-25PU crashed near Zintan while attacking the civilian airport controlled by the opposing internationally recognized Libyan government, the pilot ejected and was captured by opposing forces which also claimed they downed the jet.<ref>{{Cite web|url=http://www.janes.com/article/51223/mig-25-crashes-in-libya|archive-url=https://web.archive.org/web/20150508071712/http://www.janes.com/article/51223/mig-25-crashes-in-libya|title=MiG-25 crashes in Libya|date=6 May 2015|archive-date=8 May 2015|work=IHS Jane's Defence Weekly}}</ref> The jet may have been on one of its first flights after re-entering service.<ref name="defenceweb.co.za"/>

==Variants==

===Prototypes===
;Ye-155R
: Reconnaissance prototypes. Two prototypes (''Ye-155R-1'' and ''Ye-155R-2'') followed by four pre-production aircraft fitted with reconnaissance equipment.<ref name="WAPJ34 p108-9">Lake 1998, pp. 108–109.</ref>
;Ye-155P
: Interceptor fighter prototypes. Two prototypes (''Ye-155P-1'' and ''Ye-155P02'') followed by nine pre-production aircraft.<ref name="WAPJ34 p109-0">Lake 1998, pp. 109–110.</ref>
;Ye-266
: Designation applied to prototypes and pre-production aircraft (''Ye-155R-1'', ''Ye-155R-3'' and ''Ye-155P-1'') used for record breaking purposes in official documentation supplied to the [[Organization:Fédération Aéronautique Internationale|Fédération Aéronautique Internationale]].<ref name="WAPJ34 p110">Lake 1998, p. 110.</ref>

===Interceptors===
;MiG-25P
:It is a single-seat all-weather interceptor of which 460 were produced since 1971. It is equipped with two Soyuz Tumansky R-15BD-300 turbojet engines (dry thrust 8,790 kg, afterburner thrust 11,190 kg x 2), and a It is equipped with the RP-25 Smerch-A1 radar and is armed with four R-40 air-to-air missiles. NATO designation Foxbat A.<ref name="WAPJ34 p110-1">Lake 1998, pp. 110–111.</ref>
;MiG-25PD
:An improved single-seat all-weather interceptor of which 104 were produced between 1978 and 1984. It entered service in 1979.  An overall improvement in many aspects, the MiG-25PD is equipped with improved R-15BD-300 engines, avionics, and the Safir-25 (RP-25M). A greatly improved version of the original RP-25 Radar the RP-25M is equipped with a [[Physics:Moving target indication|Moving target indication]] system providing a limited Look-down/shoot-down capability.<ref>{{Cite book |title=Aircraft MIG-25PD - FLIGHT AND COMBAT EMPLOYMENT TRAINING MANUAL |pages=344}}</ref> The outermost pylons can carry four R-60 air-to-air missiles instead of two R-40 air-to-air missiles.<ref>Peter G. Later models are equipped with an undernose IRST.{{ISBN?}} {{page needed|date=September 2023}}</ref> NATO designation Foxbat-E.<ref name="WAPJ34 p112">Lake 1998, p. 112.</ref>
;MiG-25PDS
:It is an upgraded version of 459 MiG-25Ps to the newly built MiG-25PD specification from 1979. NATO designation ''Foxbat-E''.<ref name="WAPJ34 p113">Lake 1998, p. 113.</ref>
;MiG-25PDSL
:A test aircraft that was modified from one MiG-25PD and additionally equipped with an electronic countermeasure system (ECM).<ref name="WAPJ34 p113"/>
;MiG-25PDZ
:An aerial refueling test aircraft created by modifying a MiG-25PD. A probe dedicated to mid-air refueling has been added to the nose of the aircraft.<ref name="WAPJ34 p113"/>
;MiG-25M
:Two testbeds (one converted from a MiG-25RB and one from a MiG-25PD) for more powerful ({{cvt|98.04|kN|lbf}} dry, {{cvt|129.71|kN|lbf}} with afterburner) engines.<ref name="WAPJ34 p114">Lake 1998, p. 114.</ref>
;Ye-266M
: Designation applied to MiG-25M when used for record breaking in 1975 and 1977, including setting an absolute altitude record for a [[Engineering:Flight altitude record#Jet aircraft|jet aircraft]] of {{cvt|37650|m|ft}} on 31 August 1977.<ref name="WAPJ34 p114"/>
;Izdelye 99
: Two aircraft used as testbeds for [[Engineering:Soloviev D-30|Soloviev D-30]]F [[Engineering:Turbofan|turbofan]] as later used in MiG-31.<ref name="WAPJ34 p112"/>

===Reconnaissance and strike versions===
[[File:Mikoyan-Gurevich MiG-25RB, Russia - Air Force AN2195954.jpg|thumb|Russian Air Force MiG-25RB]]
[[File:MiG-25RBS Pichugin-1.jpg|thumb|Russian Air Force MiG-25RBS]]

;MiG-25R
: Single-seat high-altitude daylight reconnaissance aircraft, fitted with cameras and ELINT equipment. NATO codename ''Foxbat-B''.<ref name="WAPJ34 p115">Lake 1998, p. 115.</ref>
;MiG-25RB
: Single-seat reconnaissance-bomber derivative of MiG-25R, fitted with improved reconnaissance systems and a Peleng automatic bombing system. The aircraft can carry a bombload of eight {{cvt|500|kg|lb}} bombs. Entered service in 1970. NATO codename ''Foxbat-B''.<ref name="WAPJ34 p115"/>
;MiG-25RBV
: Modernised single-seat reconnaissance-bomber with revised ELINT equipment (SRS-9 ''Virazh''). NATO codename ''Foxbat-B''.<ref name="WAPJ 34 p116">Lake 1998, p. 116.</ref>
;MiG-25RBT
: Further improved reconnaissance-bomber, with ''Tangazh'' ELINT equipment. NATO codename ''Foxbat-B''.<ref name="WAPJ34 p117">Lake 1998, p. 117.</ref>
;MiG-25RBN
:Dedicated night reconnaissance aircraft, carrying 10 photoflash bombs under the fuselage. Only single prototype built. NATO codename ''Foxbat-B''.<ref name="WAPJ34 p117"/>
;MiG-25RR
: Conversion of eight reconnaissance aircraft for high-altitude radiation sampling role. Used to monitor Chinese nuclear tests between 1970 and 1980. NATO codename ''Foxbat-B''.<ref name="WAPJ34 p117"/>
;MiG-25RBK
: Single-seat dedicated ELINT aircraft, with ''Kub-3K'' ELINT system. Bombing capability retained but cameras not fitted. NATO codename ''Foxbat-D''.<ref name="WAPJ34 p117"/>
;MiG-25RBF
: Conversion of MiG-25RBK with new ''Shar-25'' ELINT equipment. NATO codename ''Foxbat-D''.<ref name="WAPJ34 p118">Lake 1998, p. 118.</ref>
;MiG-25RBS
: Single-seat radar-reconnaissance aircraft, with ''Sablya-E'' [[Engineering:Side looking airborne radar|side looking airborne radar]] (SLAR). Cameras not fitted but bombing capability retained. NATO codename ''Foxbat-D''.<ref name="WAPJ34 p118"/>
;MiG-25RBSh
: MiG-25RBS fitted with more capable ''Shompol'' SLAR. NATO codename ''Foxbat-D''.<ref name="WAPJ34 p118"/>
;MiG-25BM "Foxbat-F": Single-seat air defence-suppression aircraft, armed with Kh-58 or Kh-31 air-to-surface missiles.<ref name="Gunston and Spick pp. 132–133">Gunston and Spick 1983, pp. 132–133.</ref>

===Conversion trainers===
[[File:Mikoyan MiG-25PU-SOTN Foxbat-C 02 blue (8605743456).jpg|thumb|MiG-25PU trainer]]
[[File:Russian Air Force Mikoyan-Gurevich MiG-25RU Pichugin-1.jpg|thumb|MiG-25RU trainer in September 2008]]
;MiG-25PU
: Two-seat conversion trainer for MiG-25P interceptors. Fitted with a new nose section with two separate cockpits. It has no radar and no combat capability. NATO codename ''Foxbat-C''.<ref name="WAPJ34 p114"/>
;MiG-25RU
: Two-seat conversion trainer for reconnaissance versions. Fitted with MiG-25R navigation system. NATO codename ''Foxbat-C''.<ref name="WAPJ34 p118"/>
;Ye-133
: Designation given to single MiG-25PU used by [[Biography:Svetlana Savitskaya|Svetlana Savitskaya]] to establish a number of women's speed and height records, starting with speed over a {{cvt|15|–|25|km}} course of {{cvt|2683.45|km/h|kn}} on 22 June 1975.<ref name="WAPJ34 p114"/><ref name="Bel p404">Belyakov and Marmain 1994, p. 404.</ref>

==Operators==
[[File:MiG-25 Operators.png|thumb|400px|MiG-25 operators in 2022 (former operators in red)]]
[[File:MiG-25 fig2agrau USAF.jpg|thumb|Russian MiG-25BM]]

;{{SYR}}
*{{wipe|Syrian Air Force}} – 2 MiG-25Rs in service as of December 2022;<ref name="World Air Forces 2023">{{cite news |last = |first = |url= https://www.flightglobal.com/download?ac=90688 |title = World Air Forces 2023 |newspaper = Flight Global |publisher= Flightglobal Insight |year= 2022 |doi = |access-date= 12 December 2022}}</ref> 16 MiG-25PDs, 8 MiG-25RBs and 2 MiG-25PUs trainers were received.<ref name="gfoxp1190">Gordon 2007, pp. 119–120</ref><ref name="WAF2016 p48">Hoyle ''Flight International'' 6–12 December 2016, p. 48.</ref>

===Former operators===
[[File:Iraqi MiG-25.jpg|thumb|Iraqi MiG-25RB at the National Museum of the United States Air Force in Dayton, Ohio. October 2007. Found buried in Iraq in 2003.]]
[[File:MiG-25RBS 2007 G1.jpg|thumb|MiG-25RBS at the Ukrainian Air Force Museum in Vinnytsia ]]
;{{DZA}}
*{{wipe|Algerian Air Force}}<ref>{{Cite web |last=Akramov |date=2022-07-06 |title=الميغ 25 :واخيرا تقاعدت الاسطورة الجزائرية |url=https://www.menadefense.net/algerie-ar/الميغ-25-واخيرا-تقاعدت-الاسطورة-الجزائر/ |access-date=2022-07-08 |website=menadefense.net|language=ar-AR}}</ref> Beginning in 1979, a total of at least 36 MiG-25s were received, including at least 18 MiG-25P interceptors, 10 MiG-25RB reconnaissance/strike aircraft, and 6 operational conversion trainers.<ref>{{cite web |title=Algeria (ALG) |url=http://www.worldairforces.com/Countries/algeria/alg.html |website=World Air Force – Historical Listings |access-date=2 June 2023}}</ref> The last were retired in July 2022.<ref>{{Cite web |title=Farnborough 2022: Algeria weighs its fighter aircraft options |url=https://www.shephardmedia.com/news/air-warfare/farnborough-2022-algeria-weighs-its-fighter-aircraft-options/ |access-date=2022-11-23 |website=www.shephardmedia.com |language=en}}</ref>
;{{ARM}}
*{{wipe|Armenian Air Force}} − Operated a MiG-25 as late as 2011{{sfn|Wragg|2011|page=57}}
;{{BUL}}
*{{wipe|Bulgarian Air Force}} – Three MiG-25RBTs (#731, #736 and #754) and one MiG-25RU (#51) aircraft were delivered in 1982. On 12 April 1984, #736 crashed near Balchik Airfield. The pilot ejected successfully. They were operated by the 26th Reconnaissance Aviation Regiment at Tolbukhin Airfield (today Dobrich) until their withdrawal. In May 1991, the surviving MiG-25s were returned to the USSR in exchange for five MiG-23MLDs.
;{{BLR}}
*{{wipe|Belarus Air Force}} – Had up to 50 MiG-25s, including 13 MiG-25PDs; by 1995 the type had been withdrawn.<ref name="gfoxp112">Gordon 2007, p. 112</ref>
;{{IND}}
*{{wipe|Indian Air Force}} – Took delivery of six MiG-25RBKs and two MiG-25RUs in 1981. They were operated by No. 102 Squadron "Trisonics" based at Bakshi Ka Talab AB in Lucknow, Uttar Pradesh. One RBK crashed on 3 August 1994.<ref name="gfoxp1156">Gordon 2007, pp. 115–116</ref> Retired from service in May 2006.<ref name=India_retires_MiGs>[http://news.bbc.co.uk/2/hi/south_asia/4892524.stm "India retires Cold War spy MiGs."] ''BBC News.'' 9 April 2006. Retrieved: 30 June 2011.</ref> The Trishul air-base in Bareilly had Foxbats capable of flying up to {{cvt|80000|ft|m|order=flip}}.
;{{flag|Iraq|1991}}
*{{wipe|Iraqi Air Force}} – Had seven MiG-25PUs, nine MiG-25RBs, and 19 MiG-25PD/PDSs as of January 1991. During the Gulf War (Operation Desert Storm) most of them were destroyed on the ground,<ref>[http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA484530 "Iraqi Perspectives Project Phase II. Um Al-Ma'arik (The Mother of All Battles): Operational and Strategic Insights from an Iraqi Perspective, Volume 1 (Revised May 2008)."] {{Webarchive|url=https://web.archive.org/web/20110722185912/http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA484530 |date=22 July 2011}} ''Institute for Defense Analysis'', May 2008.</ref> two were shot down in air-to-air combat against the Coalition forces.<ref>{{cite book |last1=Hallion |first1=Richard P. |title=Desert Storm 1991: The most shattering air campaign in history |date=2022 |publisher=Bloomsbury Publishing |isbn=978-1-4728-4697-6 |page=58 |url=https://books.google.com/books?id=NJUmEAAAQBAJ |access-date=21 August 2023 |language=en}}</ref> The remaining MiG-25s in service were buried in the sand or concealed with camouflage nettings during the 2003 invasion of Iraq<ref>{{cite book |last1=Tucker-Jones |first1=Anthony |title=The Iraq War: Operation Iraqi Freedom 2003–2011 |date=2014 |publisher=Pen and Sword |isbn=978-1-4738-3467-5 |url=https://books.google.com/books?id=CVtEBgAAQBAJ |access-date=21 August 2023 |language=en}}</ref>
;{{KAZ}}<ref>{{cite web|url=http://www.flightglobal.com/airspace/media/reports_pdf/world-air-forces-2014-108161.aspx|title=AirSpace|author=Reed Business Information Limited|work=flightglobal.com|access-date=6 April 2015}}</ref>
;{{flag|Libya|1977}}
*{{wipe|Libyan Air Force}} – It was estimated that Libya had 94 MiG-25s and 3 MiG-25PUs. By mid-2008, Libya had 3 MiG-25PUs and 7 MiG-25RBs in service<ref>{{cite book |last1=Cordesman |first1=Anthony H. |last2=Nerguizian |first2=Aram |title=The North African Military Balance: Force Developments in the Maghreb |date=2009 |publisher=CSIS |isbn=978-0-89206-552-3 |pages=68–72 |url=https://books.google.com/books?id=NkaG73ZfydoC |access-date=22 August 2023 |language=en}}</ref><ref>{{cite web |title=Trade Registers |url=https://armstrade.sipri.org/armstrade/page/trade_register.php |website=Stockholm International Peace Research Institute |access-date=22 August 2023}}</ref>
;{{RUS}}
*{{wipe|Russian Air Force}} – 40 MiG-25R and 30 MiG-25 for conversion training in 2011{{sfn|Wragg|2011|page=244}}
;{{USSR}}
*{{wipe|Soviet Air Forces}} and Soviet Air Defence Forces – The largest combined operator historically. Soviet aircraft were passed on to its successor states in 1991.
;{{TKM}}
*Military of Turkmenistan − 24 MiG-25 in 1995<ref>{{cite book |last1=International Institute for Strategic Studies |title=The Military Balance 1995–1996 |date=1995 |publisher=Oxford University Press |isbn=978-0-19-828055-2 |page=166 |url=https://books.google.com/books?id=0VRbAAAACAAJ |access-date=22 August 2023 |language=en |}}</ref>
;{{UKR}}
*{{wipe|Ukrainian Air Force}} – Took over 79 aircraft after the breakup of the USSR. They have been withdrawn from service soon after Ukrainian independence.<ref name="gfoxp1134">Gordon 2007, pp. 113–114</ref>

==Aircraft on display==
;Belarus
* 02053164 – MiG-25RBS on static display at the Stalin Line Museum in Loshany, Minsk.<ref>{{cite web |title=Карточка Борта [02053164] |url=http://www.russianplanes.net/reginfo/260640 |website=RussianPlanes.net |access-date=23 October 2023 |language=Russian}}</ref>

;Estonia
* N02050740 – MiG-25RBS on static display at the Estonian Aviation Museum in Lange, Tartu.<ref>{{cite web |title=MiG-25 |url=https://www.lennundusmuuseum.ee/en/gallery/fighters/mig-25 |website=Eesti Lennundusmuuseum |access-date=23 October 2023}}</ref><ref>{{cite web |title=Airframe Dossier - Mikoyan Gurevich MiG-25RBS, s/n 25 VVS, c/n N02050740 |url=http://www.aerialvisuals.ca/AirframeDossier.php?Serial=816 |website=Aerial Visuals |access-date=23 October 2023}}</ref>

;India
* DS-361 – MiG-25U on static display at {{wipe|Kalaikunda Air Force Station}} in Kharagpur, West Bengal.<ref>{{cite web |last1=Pillarisetti |first1=Jagan |title=Kalaikunda - An Overview |url=http://www.warbirdsofindia.com/westbengal/kalaikunda/84-kalaikunda-an-overview.html |website=Warbirds of India |access-date=23 October 2023 |archive-url=https://web.archive.org/web/20181229173042/http://www.warbirdsofindia.com/westbengal/kalaikunda/84-kalaikunda-an-overview.html |archive-date=29 December 2018 |date=19 November 2008}}</ref>
* DS-362 – MiG-25U on static display at the Indian Air Force Academy in Dundigal, Telangana.<ref>{{cite web |last1=Simha |first1=Sanjay |title=Mikoyan MIG-25U [DS362] |url=http://www.warbirdsofindia.com/ap/dundigal/28-mikoyan-mig-25u-ds362.html |website=Warbirds of India |access-date=23 October 2023 |archive-url=https://web.archive.org/web/20160809113356/http://www.warbirdsofindia.com/ap/dundigal/28-mikoyan-mig-25u-ds362.html |archive-date=9 August 2016 |date=10 October 2006}}</ref>
* KP-355 – MiG-25R on static display at the {{wipe|Indian Air Force Museum, Palam}} in Palam, Delhi.<ref>{{cite web|title=Airframe Dossier - Mikoyan Gurevich MiG-25R Foxbat-B (NATO), s/n KP-355 IAF|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=153749|website=Aerial Visuals|accessdate=23 October 2023}}</ref>
* KP-351 – MiG-25R on static display at the National Defence Academy in Pune, Maharashtra.<ref>{{cite web |last1=Pillarisetti |first1=Jagan |title=Mikoyan MiG-25R [KP351] |url=http://www.warbirdsofindia.com/maharashtra/nda-khadakvasla/108-mikoyan-mig-25r-kp351.html |website=Warbirds of India |access-date=23 October 2023 |archive-url=https://web.archive.org/web/20160330195457/http://www.warbirdsofindia.com/maharashtra/nda-khadakvasla/108-mikoyan-mig-25r-kp351.html |archive-date=30 March 2016 |date=19 November 2008}}</ref>
* KP-3106 – MiG-25 on static display at Trishul Air Force Base at Bareilly Airport in Bareilly, Uttar Pradesh.<ref name="Bareilly">{{cite web |last1=Pillarisetti |first1=Jagan |title=15 Wing – Air Force Station Bareilly |url=http://www.warbirdsofindia.com/uttarpradesh/afs-bareilly |website=Warbirds of India |access-date=23 October 2023 |date=19 November 2008}}</ref>
* MiG-25 on static display at Trishul Air Force Base at Bareilly Airport in Bareilly, Uttar Pradesh.<ref name="Bareilly" />

;Latvia
* 0200004 – MiG-25RBS on static display at the Riga Aviation Museum in [[Place:Riga|Riga]].<ref>{{cite web|title=MiG-25RBS|url=http://en.airmuseum.lv/blog/mig-25rbs|website=Riga Airmuseum|accessdate=23 October 2023}}</ref>

;Russia
* 0200001 – MiG-25R on static display at the {{wipe|Central Air Force Museum}} in [[Place:Moscow|Moscow]].<ref>{{cite web|script-title=ru:МиГ-23, МиГ-25|url=http://www.monino.ru/index.sema?a=articles&pid=1&id=14|website=Центральный Музей ВВС РФ|accessdate=23 October 2023|language=Russian}}</ref><ref>{{cite web|title=Airframe Dossier - Mikoyan Gurevich Mig-25, s/n 25 red VVS, c/n 6-01|url=http://www.aerialvisuals.ca/AirframeDossier.php?Serial=123057|website=Aerial Visuals|accessdate=23 October 2023}}</ref><ref>{{cite web |title=Карточка Памятника №850 |url=http://www.russianplanes.net/monument/850 |website=RussianPlanes.net |access-date=23 October 2023 |language=Russian}}</ref>
* 66001012 – MiG-25BM on static display at the Taganrog Aviation Museum in Taganrog, Rostov.<ref>{{cite web |title=МиГ-25 БМ |url=http://www.avia-museum.ru/axsponats/mig-25-bm.html |website=таганрогский Музей авиационной техники |access-date=23 October 2023 |archive-url=https://web.archive.org/web/20160604215234/http://www.avia-museum.ru/axsponats/mig-25-bm.html |archive-date=4 June 2016 |language=Russian}}</ref><ref>{{cite web |title=Карточка Борта [66001012] |url=http://www.russianplanes.net/reginfo/260610 |website=RussianPlanes.net |access-date=23 October 2023 |language=Russian}}</ref>
* 84008895 – MiG-25PD on static display at the Central Armed Forces Museum in Moscow.<ref>{{cite web |title=Карточка Борта [84008895] |url=http://www.russianplanes.net/reginfo/260601 |website=RussianPlanes.net |access-date=23 October 2023 |language=Russian}}</ref>
* 84030112 – MiG-25PD on static display at the Central Air Force Museum in Moscow.<ref>{{cite web|title=Airframe Dossier - Mikoyan Gurevich Mig-25, s/n 04 red VVS|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=123056|website=Aerial Visuals|accessdate=23 October 2023}}</ref><ref>{{cite web |title=Карточка Борта [84030112] |url=http://www.russianplanes.net/reginfo/260586 |website=RussianPlanes.net |access-date=23 October 2023 |language=Russian}}</ref>

;Ukraine
* MiG-25RB on static display at the Ukraine State Aviation Museum in Kiev.<ref>{{cite web |title=MiG-25RB |url=http://www.aviamuseum.com.ua/en/exposition/exposition/kb-mig/207-mig-25rb |website=The State Aviation Museum |access-date=23 October 2023}}</ref>

;United States
* 020657 – MiG-25RB in storage at the National Museum of the United States Air Force in Dayton, Ohio. This aircraft was found in 2003 during the opening months of Operation Iraqi Freedom by American forces, buried in the sand near Al Taqaddum Airbase. The aircraft had been buried to prevent its destruction on the ground by coalition aircraft. When uncovered, the MiG-25RB was incomplete, as the wings could not be located. This aircraft was one of two MiG-25s transported by a [[Engineering:Lockheed C-5 Galaxy|Lockheed C-5A Galaxy]] from Iraq to Wright-Patterson Air Force Base for examination. It was donated to the National Museum of the United States Air Force in December 2006.<ref>{{cite web |title=Mikoyan-Gurevich MiG-25 |url=http://www.nationalmuseum.af.mil/Visit/MuseumExhibits/FactSheets/Display/tabid/509/Article/196331/mikoyan-gurevich-mig-25.aspx |website=National Museum of the US Air Force |access-date=23 October 2023 |archive-url=https://web.archive.org/web/20150925041523/http://www.nationalmuseum.af.mil/Visit/MuseumExhibits/FactSheets/Display/tabid/509/Article/196331/mikoyan-gurevich-mig-25.aspx |archive-date=25 September 2015 |date=5 June 2015}}</ref><ref>{{cite web |title=Aircraft, Drones and Missiles at the National Museum of the U.S. Air Force |url=http://www.nationalmuseum.af.mil/shared/media/document/AFD-061222-016.pdf |website=National Museum of the US Air Force |access-date=23 October 2023 |archive-url=https://web.archive.org/web/20150413001008/http://www.nationalmuseum.af.mil:80/shared/media/document/AFD-061222-016.pdf |archive-date=13 April 2015 |date=November 2014}}</ref>

==Specifications (MiG-25P / MiG-25PD)==
[[File:Mikoyan-Gurevich MiG-25 3-view.svg|thumb|3-view drawing of MiG-25]]

{{Aircraft specs
|ref= The Great Book of Fighters,<ref>Green and Swanborough 2001, p. 400.</ref> International Directory of Military Aircraft,<ref name="Frawley">Frawley 2002, p. 123.</ref> Combat Aircraft since 1945,<ref name=Wilson>Wilson 2000, p. 103.</ref> airforce-technology.com,<ref>{{cite web |url=https://www.airforce-technology.com/projects/mig25/ |title=MiG-25P Foxbat Interceptor |website=airforce-technology.com |access-date=29 December 2018}}</ref> deagel.com<ref>{{cite web |url=http://www.deagel.com/Combat-Aircraft/Mig-23_a000741001.aspx |title=Mig-23 |website= deagel.com |access-date=29 December 2018}}</ref>
|prime units?=met
<!--  General characteristics
-->
|crew=1
|length m=23.82
|length note=
|span m=14.01
|span note=
|height m=6.1
|height note=
|wing area sqm=61.4
|wing area note=
|aspect ratio=<!-- sailplanes -->
|airfoil=TsAGI SR-12S<ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref>
|empty weight kg=20000
|empty weight note=
|gross weight kg= 36720
|gross weight note=
|max takeoff weight kg=
|max takeoff weight note=
|fuel capacity=
|more general=
<!--  Powerplant
-->
|eng1 number=2
|eng1 name=Tumansky R-15B-300
|eng1 type=afterburning turbojet engines
|eng1 kw=<!-- prop engines -->
|eng1 hp=<!-- prop engines -->
|eng1 shp=<!-- prop engines -->
|eng1 kn=73.5
|eng1 note=
|eng1 kn-ab=100.1
<!--  Performance
-->
|max speed kmh=3000
|max speed note= / Mach 2.83 at high altitude<ref name="MiG-25RB 1978, p. 88">Practical aerodynamics of the MiG-25RB, Military Publishing House of the USSR Ministry of Defense, 1978, p. 88</ref>
::::{{cvt|1,300|km/h|mph kn}} [[Physics:Indicated airspeed|IAS]] at sea level<ref>"Mikoyan-Gurevich MiG-25 - Guardian of the Soviet Borders"</ref>
|cruise speed kmh=
|cruise speed note=
|stall speed kmh=
|stall speed note=
|never exceed speed kmh=
|never exceed speed note=
|minimum control speed kmh=
|minimum control speed note=
|range km=1860
|range note=at Mach 0.9
::::{{cvt|1630|km|0}} at Mach 2.35<ref>''Practical aerodynamics of the MiG-25RB'', Military Publishing House of the USSR Ministry of Defense, 1978, p. 240.</ref>
|combat range km=
|combat range note=
|ferry range km=2575
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling m=20700
|ceiling note=with four missiles
::::{{cvt|24000|m|0}} with two)<ref>World Air Power Journal Volume 34 Autumn 1998, p. 98</ref>
|g limits=<big>+</big>4.5 g safety overload to avoid aileron reversal (wingtips used to flex 70 cm from original position causing flatspins), around 11 g structural limit<ref name="ReferenceD">Mikoyan-Gurevich MiG-25 - Guardian of the Soviet Borders</ref>
|roll rate=<!-- aerobatic -->
|climb rate ms=208
|climb rate note=
|time to altitude= {{cvt|20000|m|0}} in 8 minutes 54 seconds
|wing loading kg/m2=598
|wing loading note=
|fuel consumption kg/km=
|thrust/weight=0.55 at gross weight

|more performance=
<!--  Armament
-->
|missiles=<br />
** 4 × R-40R/T [[Engineering:Air-to-air missile|air-to-air missile]]s with 8 g launch overload
**4 × R-40RD/TD [[Engineering:Air-to-air missile|air-to-air missile]]s with 8 g launch overload and improved range (MiG-25PD)
**4 × R-60/R-60M dogfight air-to-air missiles (MiG-25PD)
** 4 × R-60/R-60M dogfight air-to-air missiles + 2 x R-40RD/TD [[Engineering:Air-to-air missile|air-to-air missile]]s (MiG-25PD)
<!--  Avionics
-->
|avionics=
*Smerch-A2 radar based on vacuum tube electronics, for early and late MiG-25P, with up to 120 km of radar scanning distance (40 / 80 / 120 km) (50–70 km tracking fighter-sized targets, up to 105 km for bomber-sized targets at high altitude). Operational starting from 500 meters. The first examples of the MiG-25 uses the Smerch-A1, and the final variant was the Smerch-A3 after Belenko's defection with improved reliability.<ref name="ReferenceD">Mikoyan-Gurevich MiG-25 - Guardian of the Soviet Borders</ref>
*Pulse-doppler RP-25M (Saphir-25) radar based on semiconductor electronics and developed from the RP-23ML of the MiG-23ML, for later MiG-25PD, with up to 110–120 km of detection range (depending on how good the tuning of the radar).<ref>Soviet Cold War Fighters</ref><ref name="ReferenceD">Mikoyan-Gurevich MiG-25 - Guardian of the Soviet Borders</ref>
*A RV-UM or a RV-4 [[Earth:Radar altimeter|radar altimeter]]
*SPO-10M Sirena-3 RWR (SPO-15L Beryoza for MiG-25PDSG)<ref name="ReferenceD">Mikoyan-Gurevich MiG-25 - Guardian of the Soviet Borders</ref>
*2 x BVP-50-60 chaff/flare dispensers with KDS-155 cassettes and 30 CM rounds each (PPR-50 chaff and/or PPI-50 flares) (MiG-25PDSG / MiG-25PDSL)<ref name="ReferenceD">Mikoyan-Gurevich MiG-25 - Guardian of the Soviet Borders</ref>
*Lazour datalink (BAN-75 for the MiG-25PD)
*SRZO-2M Transmitter and SRZM-2 Receiver (IFF set)
*Vozdukh-1 GCI
*TP-26Sh IRST (MiG-25PD), 25 km of lock-on range at low altitude against afterburning targets, 50 km+ at high altitude (depending on the size of the heat source). Can slave infrared missiles for sneak attacks.
*ARK-10 ADF
*RV-UM low-range radio altimeter
*R-832M + Prizma radios
*SAU-155P1 automatic control system
*KM-1 ejection seat (replaced by the KM-1M in later MiG-25P production examples)
}}

==See also==
{{aircontent
|see also=
|related=
* [[Engineering:Mikoyan MiG-31|Mikoyan MiG-31]]
|similar aircraft=
* [[Engineering:Avro Canada CF-105 Arrow|Avro Canada CF-105 Arrow]]
* [[Engineering:BAC TSR-2|BAC TSR-2]]
* [[Engineering:Convair F-106 Delta Dart|Convair F-106 Delta Dart]]
* [[Engineering:English Electric Lightning|English Electric Lightning]]
* [[Engineering:Grumman F-14 Tomcat|Grumman F-14 Tomcat]]
* [[Engineering:Lockheed YF-12|Lockheed YF-12]]
* [[Engineering:Lockheed SR-71 Blackbird|Lockheed SR-71 Blackbird]]
* [[Engineering:North American A-5 Vigilante|North American A-5 Vigilante]]
* [[Engineering:North American XF-108 Rapier|North American XF-108 Rapier]]
* Dassault MD.750
* [[Engineering:Dassault Mirage IV|Dassault Mirage IV]]
|lists=
* Iranian aerial victories during the Iran–Iraq war
* Iraqi aerial victories during the Iran–Iraq war
* List of military aircraft of the Soviet Union and the CIS
}}

==References==
;Notes
{{Reflist|group=N}}

;Citations
{{Reflist}}

;Bibliography
{{Refbegin}}
* Aloni, Shlomo. ''Israeli F-15 Eagle Units in Combat''. Oxford: Osprey Publishing, 2006. {{ISBN|978-1-84603-047-5}}.
* Atkinson, Rick. ''Crusade: The Untold History of the Persian Gulf War''. New York: Houghton Mifflin Company, 1993. {{ISBN|978-0-395-71083-8}}.
* Barron, John. ''MiG Pilot: The Final Escape of Lt. Belenko''. New York: McGraw-Hill, 1980. {{ISBN|0-380-53868-7}}.
* Belyakov, R.A. and J. Marmain. ''MiG: Fifty Years of Secret Aircraft Design''. Shrewsbury, UK: Airlife Publishing, 1994. {{ISBN|1-85310-488-4}}.
* Bhonsle, Brig. Rahul K. ''India: Security Scope 2006 The New Great Game''. Delhi, India: Kalpaz Publications, 2006. {{ISBN|81-7835-512-4}}.
* Cooper, Tom and Farzad Bishop. ''Iranian F-14 Units in Combat.'' London: Osprey Publishing, 2004. {{ISBN|978-1-84176-787-1}}.
* Davies, Steve. ''Combat Legend, F-15 Eagle and Strike Eagle''. London: Airlife Publishing, Ltd., 2002. {{ISBN|1-84037-377-6}}.
* Eden, Paul, ed. "Mikoyan MiG-25 'Foxbat'". "Mikoyan MiG-31 'Foxhound'". ''Encyclopedia of Modern Military Aircraft''. London: Amber Books, 2004. {{ISBN|1-904687-84-9}}.
* Frawley, Gerald. "Mikoyan MiG-25." ''The International Directory of Military Aircraft, 2002/2003''. Fyshwick, ACT, Australia: Aerospace Publications, 2002. {{ISBN|1-875671-55-2}}.
* Gordon, Yefim. ''MiG-25 'Foxbat' & MiG-31 'Foxhound': Russia's Defensive Front Line''. Leicester, UK: Midland Publishing Ltd., 1997. {{ISBN|1-85780-064-8}}.
* Gordon, Yefim. ''Mikoyan MiG-25 Foxbat: Guardian of the Soviet Borders'' (Red Star Vol. 34). Hinckley, UK: Midland Publishing Ltd., 2007. {{ISBN|978-1-85780-259-7}}.
* Gordon, Yefim and Bill Gunston. ''Soviet X-Planes.'' Earl Shilton, Leicester, UK: Midland Publishing Ltd., 2000. {{ISBN|978-1-85780-099-9}}.
* Green, William and Gordon Swanborough. ''The Great Book of Fighters''. St. Paul, Minnesota: Motorbooks International Publishing, 2001. {{ISBN|0-7603-1194-3}}.
* Gunston, Bill. ''An Illustrated Guide to Modern Fighters and Attack Aircraft.'' London: Salamander Books, 1980. {{ISBN|0-668-04964-2}}.
* Gunston, Bill and Mike Spick. "Mikoyan/Gurevich MiG-25." ''Modern Air Combat: The Aircraft, Tactics and Weapons Employed in Aerial Combat Today.'' New York: Crescent Books, 1983. {{ISBN|978-0-517-41265-7}}.
* Hoyle, Craig. "World Air Forces". ''Flight International'', Vol. 188, No. 5517, 8–14 December 2015. pp.&nbsp;22–53. {{ISSN|0015-3710}}.
* Hoyle, Craig. "World Air Forces Directory". ''Flight International'', Vol. 190, No. 5566, 6–12 December 2016. pp.&nbsp;26–53. {{ISSN|0015-3710}}.
* Jenkins, Dennis R. ''McDonnell Douglas F-15 Eagle: Supreme Heavy-Weight Fighter''. Hinckley, UK: Midland Publishing, 1998. {{ISBN|1-85780-081-8}}.
* Lake, Jon. "Variant Briefing: MiG-25 'Foxbat' and MiG-31 'Foxhound'". ''World Air Power Journal'', Volume 34, Autumn/Fall 1998, pp.&nbsp;98–123. London: Aerospace Publishing. {{ISBN|1-86184-019-5}}. ISSN 0959-7050.
* Nicolle, David and Tom Cooper. ''Arab MiG-19 and MiG-21 Units in Combat'' (Osprey Combat Aircraft 044). Oxford, UK: Osprey Publishing, 2004. {{ISBN|978-1-84176-655-3}}.
* Rich, Ben and Leo Janos. ''Skunk Works: A Personal Memoir of My Years of Lockheed''. New York: Little, Brown & Company, 1994. {{ISBN|0-316-74300-3}}.
* Spick, Mike. ''The Great Book of Modern Warplanes''. St. Paul, Minnesota: Motorbooks International Publishing, 2000. {{ISBN|0-7603-0893-4}}.
* Wilson, Stewart. ''Combat Aircraft since 1945''. Fyshwick, Australia: Aerospace Publications, 2000. {{ISBN|1-875671-50-1}}.
* {{cite book |last1=Wragg |first1=David |title=The World Air Power Guide |date=23 February 2011 |publisher=Casemate Publishers |isbn=978-1-84468-784-8 |url=https://books.google.com/books?id=s2PNDwAAQBAJ |language=en}}
{{Refend}}

==External links==
{{Commons|Mikoyan-Gurevich MiG-25}}
*[http://www.vectorsite.net/avmig25_1.html MiG-25/31 at Greg Goebel's Air Vectors site]
*[http://www.ausairpower.net/TE-Foxbat-Foxhound-92.html Foxbat and Foxhound – Australian Aviation]
*[http://vayu-sena.tripod.com/other-1997mig25-1.html Recce Incursion – Famous incident of IAF MiG-25 intruding into Pakistan airspace]

{{Mikoyan aircraft}}

{{DEFAULTSORT:Mikoyan-Gurevich MiG-25}}
[[Category:Twinjets]]
[[Category:High-wing aircraft]]

{{Sourceattribution|Mikoyan-Gurevich MiG-25}}