Mikoyan Project 1.44

Concept art of MiG 1.44 in flight

The MiG 1.44 had its origins in the early 1980s, when the U.S. Air Force began developing a successor to the F-15 Eagle under the Advanced Tactical Fighter (ATF) project, which would eventually result in the supermaneuverable and stealthy, albeit costly, F-22 Raptor that first flew in 1997. Consequently, the Soviet government tasked its fighter design bureaus the job of developing a fighter with which to counter the perceived American threat, and replace the Sukhoi Su-27. In 1983, the project was formally approved as the I-90 (Russian: И-90, short for: Истребитель 1990-х годов, lit. 'Fighter of the 1990s'); at this time, the attributes of the next generation of fighter aircraft were still not well defined, and the Soviet direction emphasized supermaneuverability at high angles-of-attack, increased supersonic endurance, and "multifunctionality", or multirole capability.[3][4][5][6] Mikoyan occupied itself with two concurrent projects, one of which focused on a heavy multirole design designated MFI, the other a light tactical fighter named LFI (Lyogkiy Frontovoy Istrebitel, "Light Frontline Fighter"). To minimise costs, both designs were to share as many components as possible.[7]

However, as the research and development phase for the two projects progressed, costs escalated due to the complexity normally associated with advanced aircraft projects. As a result, the Soviet government created the Combined Task Programme in 1983 with the aim of maximising efficiency and developing technologies to be used for all classes of aircraft.[7] Mikoyan became the primary contractor for the programme, the importance of which was illustrated with its inclusion into the Soviet five-year economic plan. The design bureau soon formulated initial specifications for the new fighters.[7]

Mikoyan proceeded with the preliminary design of both the MFI and LFI with participation from numerous institutions, which assisted in the progressive definition of the designs. TsAGI (Tsentralniy Aerogidrodinamicheskiy Institut, "Central Aero- and Hydrodynamic Institute") was responsible for collecting wind tunnel test results, which, along with theoretical studies, were vital during this phase of development. The institution recommended that Mikoyan include canards for the MFI, since it offers great agility and lift, the latter important as the MFI was a statically unstable design.[7] The delta wings then had a wing leading edge sweep of 40–45°.[7] During this period, engineers undertook wind tunnel testing to refine the MFI's aerodynamics and verify its radar cross-section (RCS).[7]

The MFI would have a variable engine intake ramp located under the front fuselage, reminiscent of the Eurofighter Typhoon; this was particularly important with the nature of the aircraft, since it allows for sustained air flow into the engine during sudden manoeuvres.[7] As for the engine themselves, research was conducted on thrust vectoring, allowing for markedly improved maneuverability and short take-off and landing performance.[8] Besides the mechanical and aerodynamic aspects of the design, engineers investigated hundreds of issues to refine the layout and specifications.[8] In 1987, Mikoyan and the associated institutions submitted the MFI and LFI proposals for review.[8]

The MFI production version 1.42 was intended to feature a weapons bay to decrease the radar cross section, however, the technology demonstrator 1.44 was not equipped with one.[9]

An artist's conception of the MiG 1.44 technology demonstrator

While both MFI and LFI designs passed critical review, due to budgetary constraints, Mikoyan shelved the latter to free up funds for the development of the MFI, which had by then been redesignated Izdeliye (product) 1.42.[8] Under the leadership and coordination of Chief Project Engineer Gheogiy A. Sedov, Mikoyan embarked on major design effort. Because the LFI was shelved, 1.42 had by then assumed the multi-role approach, meaning that it had to fulfill both air-to-air and air-to-ground missions.[10] TsAGI was still a part of the design effort, having tested radio-controlled models for research into stability and handling characteristics, particularly at high angles of attack. It was later confirmed that the 1.42 is still controllable at angles of attack of up to 60°.[10]

By now the specifications were being firmed. Engineers from various establishments had settled on a definite design, having refined the flight-control software, verified all wind tunnel test results, and checked important systems using test rigs and modified aircraft.[11] In 1988, Mikoyan was issued a specific operational requirement for the 1.42. Three years later, the design passed the Soviet Air Force's critical review. This paved the way for the construction of a flyable technology demonstrator, and so Mikoyan issued specifications to specialized factories tasked with such roles.[12]

The technology demonstrator, bearing the designation 1.44, would be used to verify the aerodynamic layout and flight control system of the design. Construction of it was halfway when the collapse of the Soviet Union brought a halt to further funding. Inevitably the scheduled first flight of the almost-complete aircraft slipped indefinitely.[12] However, full-scale mock-ups and sections of the 1.44 were built in support of static tests, while factories were gearing up for the construction of prototypes.[12] Mikoyan lobbied the government to declassify the project so it could display the aircraft at various air shows. In June 1995, MiG's Deputy General Designer Anatoliy Belosvet announced that the prototype could be displayed at that year's MAKS Airshow; in the end, the government refused.[13] The company tried in 1997, to no avail.[14]

In early 1994, the incomplete aircraft was transported to Zhukovsky Airfield, where it would undertake flight tests. Ground tests began later that year, culminating in the first high-speed runs with Mikoyan's Chief Test Pilot Roman Taskayev at the controls.[12] As the test program's tempo increased, the programme was postponed as the design bureau did not have sufficient funds to purchase the remaining components still missing on the demonstrator.[12] This would be the main factor in the indefinite postponement of the program for the next few years. In 1997, the Russian government cancelled production of the design due to its unacceptably high unit cost.[15] Mikoyan was financially insecure, resulting with the change in the management during the years leading up to 2000; this opened up other sources of funds.[16]

The change in the company's management also brought many changes. The Russian government revealed the project's existence in late 1998. On 24 December 1998, the Nezavisimaya Gazeta published a brief article on the fighter, accompanied by several photos.[17] During 1999, final preparations were made for first flight. The aircraft was finally completed. It underwent ground tests, including high-speed taxis during which the aircraft was rotated.[18][19] On 12 January 1999, the 1.44 was officially rolled out in the presence of top-ranking Russian military and government personnel, international journalists and other dignitaries.[20][21] Until then, the status of the 1.44 was largely a secret; the previous day, however, Aviation Week & Space Technology published a photo taken from the roof of the hangar in which the demonstrator was parked.[22]

On 29 February 2000, the aircraft performed its first flight at the hands of Vladimir Gorboonov. During the 18-minute flight, the 1.44 reached a maximum height of 1,000 m (3,300 ft) and reached speeds of 600 km/h (370 mph). The aircraft touched down at 11:43 am Moscow Time, amid tight security. Gorboonov later described the aircraft as docile.[6][19][23] After the 22-minute second flight on 27 April, engineers probably uncovered some problems, since there were no reported flights thereafter.[19] The program has since been cancelled, with the sole prototype known residing at Gromov Flight Research Institute, it was later restored/refurbished and was displayed at MAKS 2015.