The highest altitude fighter in the world. What is the fastest plane in the world. Maximum speed achieved in a few seconds

And not the Su-27, but the MiG-31 high-speed interceptor. This aircraft, designated Foxhound according to NATO classification, has become one of the most unusual examples of modern aviation weapons. He did not have to take part in active hostilities, however, the very fact of the existence of such a machine was already capable of cooling the ardor of any aggressor. Suffice it to say that the use of the MiG-31 can almost completely neutralize the massive cruise missile attacks that the United States and its NATO allies love to deliver. In addition, this interceptor poses a huge danger to any modern military aircraft that finds itself within its range, which is quite extensive.

The history of the creation of the MiG-31 interceptor fighter

In the early 60s, American B-52 strategic bombers were equipped with AGM-28 Hound Dog strategic cruise missiles. Despite the fact that this weapon was very inaccurate (the probable circular deviation was more than three kilometers), it posed a significant threat to the USSR. The greatest concern among the Soviet military was reports about the imminent creation of a special modification of the AGM-28, capable of flying to a target at ultra-low altitude while skirting the terrain.

It was almost impossible not only to shoot down, but even to simply detect such a missile at that time, especially in the northeastern part of the USSR, where there was not yet a continuous radar field or a network of air defense airfields. A need arose to create a new interceptor capable of independently, without assistance from the ground, identifying low-altitude objects against the underlying surface and destroying them as quickly as possible.

In those years, the Mikoyan Design Bureau was engaged in fine-tuning the ultra-high-speed fighter MiG-25, which had many advantages, but was still not suitable for combating cruise missiles. However, it could be used as a base for a new interceptor. Work in this direction began in 1968, after the Soviet government issued a decree on the creation of the E-155 aircraft. The designers had to prepare preliminary designs for three different modifications of this vehicle: the E-155MP interceptor, the E-155MR reconnaissance aircraft and the E-155MRB front-line bomber.

Over the next few years, various options for the layout of the future aircraft were considered. The most promising project turned out to be the “518-22” project, which was later converted into “518-55”. On its basis, in 1972, not preliminary, but full-scale design of the E-155MP interceptor began, which, after the transition to mass production, was to be called MiG-25MP.

It should be noted that in reality the new aircraft was significantly different from the MiG 25. It was created for different engines, the crew included a navigator, but the most important thing was the new on-board equipment - the Zaslon radar station, which had unprecedented capabilities for the 70s .

On September 16, 1975, the first flight of the E-155M prototype took place. Two years later in Gorky ( Nizhny Novgorod) 11 interceptors were produced, already designated MiG-31. Flight design tests began and continued until the end of 1978. During one of the flights, the new aircraft successfully attacked a low-altitude target. In addition, a radar was tested, which was able to detect and steadily track ten aircraft at once.

In 1981, the MiG-31 was adopted by air defense fighter aircraft, and from that moment its operation began. At the same time test flights continued as work was already underway on new modifications of the interceptor. Subsequently, multi-purpose versions of the MiG-31 appeared, and in 2018 it became known that the aircraft became the carrier of the Kinzhal anti-ship aeroballistic missile.

Interceptor design features

Externally, the MiG 31 fighter is very similar to its “predecessor”, the famous MiG-25 aircraft, however, it would be a mistake to assume that these machines differ from each other only in electronic equipment. The layout diagram is indeed almost identical, but its elements have been significantly changed.

Wing and tail

The high-mounted trapezoidal wing of the aircraft has been somewhat strengthened; the frame now includes not two, but three spars. Another difference is the root influx, the sweep of which is 70 degrees. This detail allows the interceptor to maintain stability when flying at high angles of attack. The main part of the wing has a sweep of 41 degrees. The internal caisson houses 4 fuel tanks.

The trailing edge is equipped with ailerons and flaps along its entire length. The mechanization is complemented by deflectable wing tips (can be rotated at an angle of up to 13 degrees). There are aerodynamic ridges located on the upper surface of the consoles.

The vertical tail consists of two keels. Each of them is equipped with a rudder. The camber angle of the keels is 8 degrees. The horizontal tail is all-moving, its surfaces can be used as elevators, as well as to give the aircraft a roll, thereby complementing the ailerons. Two fuel tanks are located inside the keels.

Power point

The MiG 31 aircraft is equipped with two D-30F6 bypass turbojet engines; later modifications were equipped with D-30F6M. The development of this engine was carried out from 1972 to 1979. The design was carried out not from scratch, but on the basis of the D-30 engine (thrust - 6,800 kgf), which was used by Tu-134 airliners. Thanks to a number of improvements and after the installation of the afterburner, the thrust was increased to 15,500 kgf (later up to 16,500 kgf).

The air intakes had to be expanded, since the new engine has increased air consumption during operation.

Fuselage

The main power element of the airframe is the middle part of the aircraft fuselage, inside of which seven fuel tanks are located. The body in this part of the machine is welded. The design generally coincides with the MiG-25.

Part of the fuselage is a garrot, starting immediately behind the cockpit. Control rods are located inside the grotto, and on later modifications there is a fuel tank

The creators of the interceptor took into account that the maximum speed of the MiG 31 decreased slightly and the requirements for heat resistance of the material were reduced, which made it possible to significantly reduce the proportion of stainless steel in the fuselage - from 80 to 50%. Titanium content increased from 8 to 16%. The share of aluminum alloys is 33%. The remaining one percent is composite materials.

In some flight modes, approximately one quarter of the total lift is generated by the fuselage, which is one of the load-bearing parts of the aircraft structure. Two aerodynamic ridges are located in its tail section. The camber between them is 12 degrees.

Chassis

In order to improve maneuverability on unpaved airfields, the main landing gear of the Mig-31 interceptor is made in a special configuration. The rear wheel on each of the carts is slightly shifted “outward”, and the front wheel is “inward”. This reduces the risk of getting stuck in a deepening rut.

The main landing gear retracts forward into niches located under the air intake ducts. The flaps covering them can be used as brake flaps. The front support is retracted back.

Fighter cockpit

The pilot and navigator-operator are housed in two sealed cabins located in the forward part of the fuselage. The lights open up and back. The cabins are separated by a plexiglass partition, the thickness of which is one centimeter. Both crew members have ejection seats, model K-36DM. Behind the cabins there is an equipment compartment, in front there is a radar station.

Aircraft control system

Unlike other fourth-generation fighters, the MiG-31 does not have fly-by-wire controls, but rather older mechanical controls. Its operation is ensured by special rods and cables. They are stretched from the cockpit to the control surfaces and wing mechanisms through the fuselage and covered with a garrot on top.

The fighter-interceptor is equipped with the KN-25 navigation system, which includes short- and long-range radio systems, global navigation equipment and two inertial systems. The interceptor, in addition, can be controlled by the SAU-155MP autopilot.

Weapon control system

The MiG-31 supersonic fighter is equipped with a pulse-Doppler radar station RP-31 R007 “Zaslon”. It is the main part of the aircraft’s weapons control system. The main feature of this radar is the presence of a passive phased antenna array. It is noteworthy that before the MiG-31, such radar stations were not installed on production fighters even in the US Air Force.

The Zaslon radar is capable of detecting a target such as an American F-16 fighter at a distance of up to 120 kilometers. Bombers or transport aircraft can be detected at a distance of up to 200 kilometers. At the same time, nationality is determined. Automatic tracking is provided at a distance of 120 kilometers.

The radar can simultaneously detect up to 24 different targets, 8 of which can be targeted by missiles. The electronics itself determines the four highest-priority objects in terms of danger or importance, which should be struck first.

"Zaslon" can receive data from other interceptors or from the A-50 AWACS aircraft - the connection is made automatic. Thanks to this, protection against active interference is ensured - all the “pieces” of information are collected together, which makes it possible to detect hidden targets and point missiles at them. In addition, target designation data can be transferred to another fighter or ground-based air defense system, after which the enemy will receive an attack from a completely unexpected direction.

In general, the onboard equipment allows the MiG-31 to be used as a leader aircraft, controlling an entire aviation group covering a vast airspace.

A later modification of the radar, Zaslon-M, detects targets at a distance of up to 320 kilometers. Twenty-four of them are simultaneously escorted. Eight targets can be hit simultaneously. The equipment is complemented by a heat direction finder operating in passive mode and capable of detecting targets at a distance of up to 56 kilometers without turning on the radar.

The “main caliber” of the first modifications of the MiG-31 was the R-33 missile, which hit enemy aircraft at a distance of up to 120 kilometers. On modern versions The interceptor is installed on the R-37, whose range is 300 km. The interceptor's armament kit also includes R-77 and RVV-BD missiles, which ensure the destruction of targets at medium and close range.

In close combat, the MiG-31 can use a rapid-firing six-barreled GSh-23-6 cannon (dismantled on some modifications).

Specifications

There are many modifications of the MiG-31 fighter, between which there are sometimes significant differences. However, the main performance characteristics quite close, since it was mainly the on-board equipment that changed.

The parameters of the initial interceptor are as follows:

For multi-purpose modifications, the combat load can be up to nine tons with a slight increase in the take-off weight of the vehicle.

Flight characteristics

The MiG-31 makes both short sorties to intercept specific targets and long loitering in the air on duty.

During takeoff of the MiG-31, the take-off run is from 950 to 1200 meters, and the landing run is 800 meters.

Advantages and disadvantages of the MiG-31

The main advantage of the interceptor is, of course, the excellent characteristics of its weapon control system.

This aircraft has other advantages:

1. High speed in afterburner allows you to intercept the fastest targets, including American SR-71 reconnaissance aircraft;
2. Excellent rate of climb. The plane is capable of “jumping” to a height of 30 kilometers;
3. Interaction with anti-aircraft missile systems, other aircraft and ground command posts, which expands the capabilities of the MiG-31. A small unit of such aircraft can completely control the airspace over a medium-sized country;
4. Onboard weapons make it possible to hit both large, slow-moving aircraft and highly maneuverable targets. When firing at cruise missiles, the hit accuracy approaches 100%;
5. The latest modifications of the MiG-31 are capable of striking ground targets - the aircraft has become multi-purpose. In addition, it became a good launch platform for the Kinzhal hypersonic anti-ship missile.

Among the disadvantages, the first one to highlight is low maneuverability. In close combat, this aircraft is significantly inferior to any other modern fighters. True, for the Mig 31, maneuverability characteristics were not initially considered a priority. In addition, the cable control system has long been outdated; it complicates piloting and does not allow the full capabilities of automation to be realized.

MiG-31 modifications

At first, the fighter was a “pure” interceptor. The first attempts to modernize the MiG-31 involved development in the same direction. Then multi-purpose versions of the aircraft appeared. They were intended mainly for arming the Russian army, although there were also export models.

Mig-31M

This modification of the machine made its first flight back in 1985. Changes have been made to the airframe, in particular, there are larger and more rounded root nodules on the wing, and an additional fuel tank is placed inside the gargrot. A monolithic visor is installed on the front cockpit, and the navigator-operator's canopy has been reduced in size. This was done in order to improve the readability of tactical situation indicators. The number of fuselage slots for long-range missiles has been increased to six. At the same time, the gun was dismantled.

In addition, the engine spacing relative to the longitudinal axis of the fighter has been increased. Larger rudders are installed on the keels. Power power plant increased by approximately 2000 kgf.

The main differences from the base model are the installation of an updated Zaslon-M radar station and improved on-board equipment, which for the first time included multifunctional indicators. The direction finder has been replaced with an optoelectronic system. The interceptor was able to use the R-37 missile, during testing of which the target was destroyed from a distance of 300 km.

This option was not built in series, since it was completed only in the 90s, when complete collapse reigned in Russian industry.

MiG-31B

This version of the aircraft was equipped with a retractable boom for in-flight refueling, which made it possible to significantly increase the combat radius. The modernized fighter received the Zaslon-A radar and a slightly improved weapons control system as a whole. Such a replacement, among other things, made it possible to compensate for the damage caused as a result of the leak of secret information about the MiG-31 aircraft outside the USSR, identified in 1985. In addition, for the first time, the armament kit included R-40TD medium-range missiles.

MiG-31BM

The development of this modification began in 1997 and was carried out in two directions at once. Firstly, the performance characteristics of the onboard radar and weapons control complex were brought to the parameters previously achieved on the MiG-31M aircraft, and secondly, the interceptor was turned into a multi-role fighter.

The mass of the combat load has increased and is 9 tons for this modification. The aircraft is capable of using adjustable bombs KAB-500 (up to eight units) and KAB-1500 (up to six units). The weapons complex also included Kh-31 missiles in anti-ship and anti-radar versions, Kh-59M and Kh-29T air-to-surface missiles, as well as Kh-25MP (or MPU) anti-radar missiles.

All surviving Russian MiG-31s, with the exception of those carrying the Kinzhal complex, will be converted into the MiG-31BM. In addition, this option was also offered for export.

MiG-31D

Non-serial experimental modification armed with the Kontakt (79M6) missile. With the help of this weapon it was supposed to destroy uninhabited orbital vehicles.

MiG-31I

This interceptor variant provides an aerial platform for a satellite launch system, which can weigh between 120 and 160 kilograms. This is facilitated by both the high speed and the considerable practical ceiling of the aircraft. Injection into orbit up to 600 kilometers high is provided.

MiG-31LL

The plane is a flying laboratory. The MiG-31LL was based at the airfield in Zhukovsky.

MiG-31F

This modification, shown at the 1995 Le Bourget Air Show, represents the first attempt to transform a two-seat interceptor into a multi-role aircraft. As with the MiG-31BM variant, the weight of the combat load has been increased to 9 tons. The set of weapons for destroying ground targets is also basically the same. At the same time, the MiG-31F is equipped with the original modification of the Zaslon radar, the capabilities of which are not as great as those of the MiG-31BM on-board equipment.

Combat use of the fighter

The MiG-31 interceptor has never used its missiles against real, rather than training, targets. Nevertheless, it cannot be said that it did not have combat use. For example, it was this aircraft that put an end to the clearly excessive activity of American SR-71 reconnaissance aircraft near the eastern and northwestern borders of the USSR.

In the early 80s, Blackbirds regularly provoked the Soviet air defense system, forcing it to use secret combat modes of operation. MiG-31 interceptors literally “pushed” the Americans away from the border. Soviet aircraft They flew in groups of 8-10 aircraft, alternately transferring SR-71 escort to each other. This made the American pilot understand that even with the shortest and most accidental border crossing he would be immediately destroyed. As a result, reconnaissance flights ceased, and the Blackbird itself was eventually decommissioned.

In 2016, several MiG-31BM fighters were sent to Syria. The main purpose of these interceptors is to control airspace and coordinate the efforts of other aviation. In this regard, MiGs were able to partially replace A-50 aircraft, the operation of which is more expensive.

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Flight altitude is one of the most important aviation parameters. In particular, speed and fuel consumption depend on it. Sometimes flight safety depends on the choice of altitude. For example, pilots have to change altitude when there is a sudden change in weather conditions, due to thick fog, dense clouds, an extensive thunderstorm front or a turbulent zone.

What should the flight altitude be?

The first flight altitude record was... three meters. It was to this height that the Wright Flyer aircraft of brothers Wilbur and Orville Wright first flew on December 17, 1903. 74 years later, on August 31, 1977, Soviet test pilot Alexander Fedotov set a world altitude record of 37,650 meters in a MiG-25 fighter. To this day, it remains the maximum flight altitude of a fighter.

At what altitude do passenger planes fly?

When determining the optimal flight altitude (flight level), the dispatcher or crew commander is guided by the following. As you know, the higher the altitude, the thinner the air and the easier it is for the plane to fly - so it makes sense to go higher. However, the wings of an aircraft need support, and at extremely high altitudes (for example, in the stratosphere), it is clearly not enough, and the aircraft will begin to “fall over” and the engines will stall.

The conclusion suggests itself: the commander (and today the on-board computer) chooses the “golden mean” - the ideal ratio of friction force and lift force. As a result, each type passenger airliners(taking into account weather conditions, technical characteristics, duration and direction of flight) its own optimal altitude.

Why do planes fly at an altitude of 10,000 meters?

At what altitude do fighter jets fly?

However, exorbitant heights for fighters are “out of fashion” these days. And there is an explanation for this. Modern air defense systems and air-to-air fighter missiles are capable of destroying targets at any altitude. Therefore, the main problem for a fighter is to detect and destroy the enemy earlier, while remaining unnoticed. The optimal flight altitude of a 5th generation fighter (service ceiling) is 20,000 meters.

Any person who has used the services of civil aviation at least once in his life has undoubtedly heard the pilot’s announcement of flight data, among which was the concept of “flight altitude,” and wondered at what altitude do planes fly?

The concept of minimum, maximum and ideal aircraft flight altitude

For all passenger airliners, there is a concept of an “ideal altitude” of flight, at which the resistance of oncoming air masses is minimal, the lifting force of the wings is optimal, and fuel consumption is minimal. All of these factors provide an integral part of all commercial air travel - speed and price.

This ideal altitude is selected by the aircraft commander and dispatchers at specially equipped points on the ground in the range from 9,000 to 12,000 m, forming a working flight corridor 3 km thick. The limit of the lower flight corridor is determined by the physicochemical properties of the air, which, starting from an altitude of 9,000 m, becomes rarefied enough to still provide aircraft lift by the difference in pressure above and below the wing, created by its special shape, and at the same time eliminate the increased force of air friction on the fuselage, which allows the aircraft to reach maximum speed with minimal fuel consumption.

If you measure atmospheric pressure at an altitude of 9,000 m, the barometer will show only 240 mm of mercury, and at an altitude of 12,000 m - already 140 mm, both of which are 3-4 times lower than normal atmospheric pressure at the surface of the earth (760 mm Hg), but aircraft designers include these parameters with safety factors in the design and normal operation of the combustion chambers of jet engines.

All test stands at factories are also configured for this indicator and, based on practical observations, many years of work by scientists and practical experience in testing aircraft, it was found that it is the atmospheric pressure of 200 mm or 20 cm of mercury that is ideal for passenger and cargo air travel.

Such an aircraft flight altitude is absolutely unacceptable for human life, therefore, the aircraft cabin is carefully sealed before the flight, as evidenced by sensors in the cockpit, and inside the aircraft special compressor equipment artificially maintains the oxygen level and normal pressure on board even at an altitude of 10,000 meters. In case of an accident or sudden depressurization of the cabin, each person is instantly provided with oxygen masks with automatic supply of the breathing mixture.

The ideal or effective flight altitude that an aircraft gains also depends on the design features and its technical characteristics. Thus, aircraft for short (up to 3,000 km) or medium (up to 7,000 m) distances can rarely gain altitude above 11,000 m, while long-haul airliners can easily overcome the limit of 12,000 m, but are limited by safety laws air transportation and the actions of air traffic control services on the ground.

But practically no passenger airliner actually flies above 12,000 m or 30,000 feet, except in emergency cases, since the air at this altitude greatly loses density, which causes the plane to “fall” into air pockets in the presence of updrafts or downdrafts, and jet engines cannot effectively use the power of air masses that have lost density to ensure optimal speed of the vessel, which leads to unjustifiably increased fuel consumption and a decrease in the maximum flight range. Thus, the maximum flight altitude of an aircraft with passengers does not exceed 12,000 m.

When flying below 9,000 m, on the contrary, air resistance is significant and, despite the efficient operation of the engines, the aircraft is not able to reach its maximum cruising speed due to the strong headwind, which also leads to excessive fuel consumption.

So, to the question: “At what altitude do passenger planes fly?” the answer is the same – at different altitudes, but within the corridor from 9 km to 12 km, on average 10 km.

Additional information! Modern aviation technologies have at their disposal unique aircraft capable of overcoming air echelons of 20, 30, 40, 50 and even 100 km, right up to entering low-Earth orbit. Thus, the world altitude record for an airplane was 112,000 m in 2004 on a rocket-powered ship, Space Ship One.

But these altitudes are overcome exclusively for scientific, testing or military purposes, when it is necessary either to take air samples, or to carry out a training flight for astronauts, or to hide a military aircraft from civilian radar screens in conditions of strict secrecy, and all passengers, crew members and pilots They have been preparing for a long time for strong overloads, both positive and negative, on special simulators, which is not compatible with commercial passenger transportation.

Safety Factors Affecting Optimal Flight Altitude

The optimal high-altitude flight corridor for a passenger aircraft is selected according to various criteria, but the average altitude is 10,000 m. This distance from the ground is also determined for flight safety reasons, namely:

• At an ideal flight altitude, natural cooling of the engines occurs - at an altitude of over 10,000 m, the air temperature outside drops below - 50 degrees Celsius, which protects the driving mechanisms of the aircraft operating on high-octane aviation fuel from overheating, which eliminates the risk of fire and prevents a disaster
• At an altitude of over 8,000 m, as a rule, all the influence of the earth's surface on the atmosphere ends, and therefore the formation zones of cloudiness, fog, clouds and thunderstorm fronts, which makes the flight safe in any bad weather, which means that already when climbing to 9 000 m, the ship rises above the clouds and is not affected by weather conditions.
• The complete absence of birds, insects and other representatives of terrestrial fauna guarantees absolute purity and ideal chemical composition of air masses and eliminates the entry of foreign objects into engines operating on reactive air, which can lead to their fire and accident in the air.
• The most important factor is that the higher the flight altitude, the more time the ship's pilots have to make life-saving decisions in the event of an emergency, which often saves the lives of hundreds of passengers and crew members. Therefore, among aviation employees there is an opinion that the most dangerous stages of flight are takeoff or landing, when even the slightest inaccuracy, combined with the dangerous effects of the atmosphere, the pilots have no room for error. And in horizontal flight, after gaining cruising altitude, almost any situation, up to the failure of all engines, can be solved.

Thus, the choice of the minimum altitude corridor for a horizontal flight by aircraft is absolutely justified by the safety requirements of commercial air transportation, when the airline bears full responsibility for the life and health of its customers, as well as material costs to the balance holder of the aircraft.

The human factor when choosing the optimal flight altitude

Within the established air corridor from 9,000 m to 12,000 m, pilots and dispatchers independently establish the ideal aircraft flight altitude according to the following criteria:

• Flight direction rules. Over the course of many years of development of civil aviation in the world, unspoken rules for choosing the optimal flight altitude have developed among participants in the air transportation process. Thus, it is accepted that any air flight carried out towards the east, north-east and west-east takes place at an odd altitude of 9000 m and 11,000 m, and towards the west, north-west and south-west - at an even altitude of 10,000 m and 12,000 m. This allows dispatchers to comfortably arrange the trajectories of aircraft, search for the necessary vessels and monitor radars when the aircraft are within the jurisdiction of a particular control tower, and, if necessary, ensure that the aircraft rises or descends by insignificant amounts.
• In the case of a high location of a thunderstorm front or the approach of mixed flows of ascending and descending air (turbulence zone), the aircraft can move within the air corridor to fly around an obstacle only with the confirmation of the dispatcher in order to avoid possible intersection of the trajectory with other aircraft. The aircraft commander, seeing indicators of changes in air composition on instruments located in the cockpit, makes a request to the nearest control tower, and, after waiting for permission, performs the necessary maneuver. As a rule, experienced pilots analyze weather conditions along the entire flight path before departure and notify dispatchers in advance about a possible change in the altitude of their aircraft.

If there is a danger of intersection of the trajectories of two aircraft flying in different directions, the controller independently gives the command to the pilot to change the cruising altitude as soon as possible. This work requires great responsibility and attentiveness from employees, since even a small deviation from the altitude course can lead to unpredictable consequences.

The dispatcher also always sees the slightest fluctuations on the radar weather conditions along the route of each flight, and if the crew is not aware of the impending bad weather, they can always warn about the need to change the flight altitude in advance, which will allow the pilots to do this without sudden maneuvers.

Pay attention! With the rapid development of civil aviation in the world in recent years, on average there are up to 5,000 aircraft in the sky at the same time, moving in different directions, which does not exclude the possibility of crossing flight trajectories, therefore, the accuracy of the altitude positioning of the airliner for safety is specified up to 10 meters.

Also, in the sky there are frequent cases when one aircraft during a flight enters a turbulence zone and the crew has to make a decision to change flight level on the spot. The dispatcher, being aware of the problem in this area, has the opportunity to adjust the trajectories of other aircraft flying in that zone. same direction.

Altitude records reached by passenger aircraft

Few aircraft are capable of occupying the highest civil echelon of 12,000 m. For example, the Airbus A310 is capable of reaching a maximum altitude of only 11,000 m, and as for the Boeing 737-400, its technical specifications allow you to reach 12,000 m. As a rule, passenger planes do not fly above this mark.

However, history knows cases when, almost simultaneously in the USSR and France, the famous passenger supersonic airliners Tu144 of various modifications and Concorde, which reached a maximum supersonic speed of up to 2,500 km/h, and occupied an air flight level of up to 18,000 m, were produced and put into operation. but they were able to rise to 20,000 m with a distance covered over 7,000 km. Passenger transportation began in the 70s of the last century and made it possible to almost halve the travel time to the point of arrival compared to conventional aircraft.

But, due to numerous incidents that resulted in the death of many people, as well as increased fuel costs and difficulty in maintaining quickly burning out air-breathing engines, which reduce the service life of the aircraft, the equipment was considered unreliable, as a result of which it was withdrawn from service in early 2000s Thus, the Tu 144 stopped carrying out commercial flights in Russia and abroad during perestroika, and the Concorde made its last flight in 2004.

Based on the data presented, we can conclude that civil aviation has found for itself the optimal altitude level for commercial transportation, and, despite the fact that flights are possible at much greater vertical limits, striving for them makes no sense. It is the operating altitude range from 9 to 12 km that ensures minimal air resistance, maximum speed and optimal fuel consumption, which affects both the travel time to the destination and the cost of flights, which is reflected in the price of tickets for passengers.

MOSCOW, March 3 – RIA Novosti, Andrey Kots. In the air battles of World War II, an iron rule was born: whoever is taller has an advantage. To suddenly dive onto an enemy plane from the direction of the sun, escape like a candle from anti-aircraft guns, photograph a fortified area and get out of the air defense zone unnoticed - only a high-flying bird is capable of this. Today, in the era of powerful radars and long-range anti-aircraft missiles, the old axioms are no longer so relevant. However, height still plays a vital role in military affairs. RIA Novosti publishes a selection of the highest altitude aircraft in Russia and the United States - both in service and sent to a well-deserved “retirement”.

MiG-25

The third generation supersonic high-altitude fighter-interceptor MiG-25 began entering the Soviet Air Force in 1970. At that time, there was no aircraft in the world capable of evading this machine. It reached speeds of up to 2,800 kilometers per hour and could climb to a height of more than 20 thousand meters in just nine minutes. Over decades of operation, the MiG-25 played the role of interceptor, reconnaissance aircraft, stratospheric bomber, air defense breakthrough fighter, and training vehicle. Powerful engines and a durable airframe allowed it to withstand enormous overloads, and the latest avionics for that time helped it to navigate perfectly in the air and see all types of targets.

The MiG-25 holds 29 world records. The most significant and not yet beaten by any manned jet aircraft was installed by test pilot Alexander Fedotov on August 21, 1977. He lifted his experienced MiG-25M to an incredible 37,650 meters! Of course, this was a lightweight “flying laboratory” and not a production copy. But the “standard” height for combat vehicles is 23 kilometers—an altitude unattainable for the vast majority of aircraft of that time. So, in the early 70s, Soviet pilots flying reconnaissance modifications of the MiG-25 freely flew over the entire territory of Israel, Turkey and Iran.

SR-71 Blackbird

The American strategic reconnaissance aircraft SR-71 is one of the main symbols of the Cold War. Even now, this aircraft, which first flew in 1964, looks like a guest from the future: futuristic design, a tailless layout that was rare at that time, stealth technology and outstanding flight performance. In 1976, Drozd set an absolute speed record among manned aircraft with turbojet engines - 3529.56 kilometers per hour. The maximum height reached by the SR-71 is 25,929 meters.

During the Cold War, these aircraft became a working tool of the CIA. They carried out reconnaissance flights over the territory of the USSR and Cuba, photographed military installations in Egypt, Jordan and Syria in 1973, and flew over Indochina. The SR-71 is the only type of American aircraft that North Vietnamese anti-aircraft gunners could not shoot down. He avoided the missiles by sharply gaining altitude and increasing speed - the reconnaissance officer did not even need to maneuver to break away from the pursuit. However, by the end of the 70s, MiG-31 fighters appeared in the USSR: they were quite capable of intercepting the SR-71. Ultimately, this led to the closure of the strategic reconnaissance jet program.

MiG-31

Of all the aircraft currently in service, the fastest and one of the highest altitude is the Russian MiG-31 fighter-interceptor, a direct descendant of the MiG-25. Thanks to its powerful D-30F6 engines, it is capable of accelerating up to 3,400 kilometers per hour and rising to a height of up to 25 thousand meters. These indicators, coupled with a flight range of 2,240 kilometers without external fuel tanks, make the MiG-31 an ideal interceptor in an integrated air defense system. A group of four such aircraft is capable of controlling airspace with a frontal length of up to 1,100 kilometers. Today, the entire MiG-31 fleet is being upgraded to the BM version, which differs new system weapons control and on-board radar, which detects targets at a distance of up to 320 kilometers.

The military leadership of the USSR tried to use the ability of the MiG-31 to quickly gain speed and altitude to solve many problems, including strategic ones. In the 1980s, Soviet designers were developing a special anti-satellite missile to arm modified interceptors. In the event of a major war, these MiG-31s ​​were supposed to go to maximum altitude and attack enemy satellites hanging in low orbits with new weapons.

U-2

The American U-2 high-altitude reconnaissance aircraft first flew on August 1, 1955. At that time, this vehicle was invulnerable to Soviet air defense systems. Subsonic U-2s were more than comfortable at altitudes above 20 kilometers and could remain in the air for up to seven hours. Naturally, US intelligence actively used the new aircraft, regularly sending them into Soviet airspace. However, this did not last long. On May 1, 1960, the scandal of CIA pilot Francis Powers, who flew a U-2C plane two thousand kilometers deep into Soviet airspace and was shot down by an S-75 anti-aircraft missile, thundered throughout the world.

Is it possible to single out the fastest aircraft in the world at the present stage? After all, there were simply a huge number of them designed. It is worth highlighting five aircraft that are capable of reaching the highest speed.

Which model can be considered the fastest?

The first position is rightfully occupied by the Falcon HTV-2 model. This is the fastest plane in the world. The speed it reaches in flight is 13,000 miles/hour. The model was designed and released in 2010. The second flight on the plane took place in 2011. The purpose of this aircraft is closely related to the rapid response to any threats of a terrorist nature. Using this model, you can fly from Sydney to London in just 1 hour. True, it is still unknown how this will affect the pilot’s well-being. But it is not possible to know this, since the largest number of launches took place using an unmanned mode.

Maximum speed achieved in a few seconds

Let's continue talking about the rating "The fastest plane in the world." The X-43A model is capable of reaching 11,230 km/h. This aircraft was developed by professional NASA designers. A distinctive feature is the fact that it is able to reach maximum speed in just 10 seconds. This model has the latest generation engine. It allows the aircraft to move without the use of oxygen on board. This increases maneuverability and lightness. This is another fastest aircraft in the world. 11,230 km/h is a clear confirmation of this.

Powerful and fast model

In third position is one of the most powerful models. We are talking about the X-15. In a short period of time, the aircraft reaches a maximum speed of 4520 miles per hour. This representative of the rating “The fastest plane in the world” has a rather original purpose. It helps transform ordinary pilots into astronauts. This model capable of quite easily flying to altitudes exceeding 50 miles. Before conducting a flight, astronauts must undergo special training. This aircraft can be quite actively used for space travel. An option for space walks should be designed soon. In this regard, thrill-seekers may have an excellent opportunity to soon board this aircraft.

A model that can withstand high temperatures

In fourth position in the ranking “The fastest plane in the world” is a model called “Blackbird”. The speed of such an aircraft reaches 220 miles/hour. The basis for the design of the SR-71 aircraft was a titanium alloy produced by Lockheed Corporation. Due to this alloy, the aircraft can withstand heating up to 2 thousand degrees Fahrenheit. For about 40 years, this model performed sufficiently complex tasks. And only in 1998 the car was written off. Unfortunately, it will no longer be possible to see the flight of this model.

Several variants of one aircraft

In fifth position is the fastest Russian-made aircraft in the world. We are talking about the MIG-25. The maximum speed that a pilot can achieve while driving this model is 2 thousand miles/hour. A similar aircraft can be seen in several versions. One of the first interpretations took off in the 60s of the 20th century. This model became famous for being able to shoot down a US B-70 bomber. The second option includes the model that first flew in the 70s. Regardless of the fact that such aircraft had some difficulties in maneuvering, they still managed to evade the Gulf War F-15 brand 10 missiles.

Old models that have not lost their power

As is known, aviation began to be used for the first time in military operations in 1794. This happened during the Battle of Fleurus between Austria and France. It was during those distant events that the French used air assets. Their main task was reconnaissance. Currently, technology is developing at a fairly rapid pace. Therefore, primitive aircraft were replaced by high-quality airplanes and helicopters. What is the fastest military aircraft in the world? It should be noted those models that have been in production for quite a long time.

The F-15 Eagle fighter, regardless of its fairly large size, has higher maneuverability characteristics. It was developed by American aircraft designers. It was necessary in order to achieve superiority in airspace. This is exactly what the fastest plane was needed for. It is considered stronger than Soviet military aircraft. This was achieved through the use of special materials in the design of the vessel. Among the advantages of the fighter, one should highlight the large capacity of the fuel tanks. In addition, there were autonomous engine power systems, which were equipped with consumable tanks, as well as a ringing system.

Another fastest aircraft is the F-111 Aardvark bomber. It was designed in America. It is characterized by the presence of variable wing geometry. Among the advantages, one should also highlight the ability to detect enemy targets and then strike them, regardless of weather conditions and time of day. In addition, with the help of this bomber you can break through air defense regardless of its density. This aircraft was used quite actively during the Vietnam War.

The Su-24 Fencer, designed by Soviet specialists, can also act as the fastest aircraft in the world. Photos that are available in sufficient quantities large quantities, demonstrate some similarity with the American F-111 model. The Soviet bomber is capable of attacking ground targets at relatively low altitudes. Compared to its American counterpart, it is characterized highest speed, high power, small size, and the ability to take off from poorly equipped airfields.

American-made fighter and interceptor

The 4th generation jet fighter REO F-14 Tomkat was designed in America back in 1970. It is characterized by variable wing geometry and a significant fuel tank capacity. In addition, it uses a weapons control system. It was thanks to this that this fighter was able to repel missile attacks on ship groups.

The next model is the REO “Super Tomcat” F-14D. This is the latest model of the jet interceptor aircraft. They thought about its development at a time when the need arose to detect and destroy enemy aircraft at night. In addition, the aircraft of this model could make flights regardless of weather conditions.

Conclusion

What is the fastest plane in the world? We hope that the answer to this question can be found in this review. The article made an attempt to consider the fastest models that have been produced before and are still being produced.