engines having extremely low pressure ratio of just 4.75 at subsonic speeds. The specific fuel consumption (SFC) of the engines is 1.12lb/(h·lbf) in cruise and 2.45lb/(h·lbf) with afterburners. 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. Production Full-scale production of the MiG-25R ("Foxbat-B") began in 1969 at the Gorkii aircraft factory (Plant No. 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. Subsequently the Gorkii factory switched over production to the new MiG-31. Western intelligence and the MiG-25 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 McDonnell Douglas F-15 Eagle. 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, defected, landing his MiG-25P at Hakodate Airport in Japan. 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. On 25 September, it was moved by a C-5A transport to a base in central Japan, where it was carefully dismantled and analyzed. After 67 days, the aircraft was returned by ship to the Soviets, in pieces. 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. Welding was done by hand. Rivets with non-flush heads were used in areas that would not cause adverse aerodynamic drag. The aircraft was built of a nickel-steel alloy and not titanium, as was assumed (although some titanium was used in heat-critical areas). The steel construction contributed to the craft's high unarmed weight. Maximum acceleration (g-load) rating was just 2.2 g (21.6 m/s2) with full fuel tanks, with an absolute limit of 4.5