mig-21 faa airworthiness certification

5/25/2018 MiG-21 FAA Airworthiness Certification

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Cover Photograph: Chris Lofting.Back Cover Photograph: USAF.

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Introduction MiG-21 Airworthiness Certification

This document provides information to assist in the airworthiness certification and safe civiloperation of a Mikoyan-Gurevich MiG-21 airplane.

Attachment 1 provides a general overview of this document. Attachment 2 contains backgroundinformation on the MiG-21 aircraft. Attachment 3 lists historic airworthiness issues with theMiG-21 for consideration in the certification, operation, and maintenance of these aircraft. The listis not exhaustive, but includes our current understanding of risks that should be assessed during inthe certification, operation, and maintenance of these aircraft. Concerns regarding particularissues may be mitigated in various ways. Some may be mitigated via the aircraft maintenancemanual(s) or the aircraft inspection program. Others may be mitigated via operating proceduresi.e., SOPs) and limitations, aircraft flight manual changes, or logbook entries

Not all issues in attachment 3 may apply to a particular aircraft given variations in aircraftconfiguration, condition, operating environment, or other factors. Similarly, circumstances with an

aircraft may raise other issues not addressed by attachment 2 that require mitigation.Attachment 4 includes additional resources and references. Attachment 5 provides some relevantMiG-21 accident and incident data. Attachment 6 contains a glossary and a listing of abbreviations.


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MiG-21 Airworthiness Certification Attachment 1

FAA Airworthiness Certification Branch (AIR-230) Page 1-1

Attachment 1 Overview of this Document

Purpose

This document is to provide all those involved in the certification, operation, and maintenance of theMiG-21 aircraft with safety information and guidance to help assess and mitigate safety hazards for the

aircraft. The existing certification procedures in FAA Order 8130.2, Airworthiness Certification of Aircrafand Related Products, do not account for many of the known safety concerns and risk factors associatedwith many high-performance former military aircraft. These safety concerns and risk factors associatedwith many high performance former military aircraft include

Lack of consideration of inherent and known design failures; Several single-point failures; Lack of consideration for operational experience, including accident data and trends; Operations outside the scope of the civil airworthiness certificate; Insufficient flight test requirements; Unsafe and untested modifications; Operations over populated areas (the safety of the non-participating public has not beenproperly addressed in many cases); Operations from unsuitable airports (i.e., short runways, Part 139 (commercial) airports); High-risk passenger carrying activities taking place; Ejection seat safety and operations not adequately addressed; Weak maintenance practices to address low reliability of aircraft systems and engines; Insufficient inspection schedules and procedures; Limited pilot qualifications, proficiency, and currency; Weapon-capable aircraft not being properly demilitarized, resulting in unsafe conditions; Accidents and serious incidents not being reported; and Inadequate accident investigation data.

Research of MiG-21 Safety Data

The aircraft, relevant processes, and safety data are thoroughly researched and assessed. Thisincludes

Aviation Safety (AVS) Safety Management System (SMS) policy and guidance; Historical military accident/incident data and operational history; Civil accident data; Safety risk factors; Interested parties and stakeholders (participating public, non-participating public,

associations, service providers, air show performers, flying museums, government serviceproviders, airport owners and operators, many FAA lines of business, and other U.S.Government entities);

Manufacturing and maintenance implications; and Design features of the aircraft.


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This Document

The document is a compilation of known safety issues and risk factors identified from the aboveresearch that are relevant to civil operations. This document is organized into four major sections:

General airworthiness issues (grey section), Maintenance (yellow section), Operations (green section), and Standard operating procedures and best practices (blue section).

This document also provides background information on the aircraft and an extensive listing ofresources and references.

How to Use the Document

This document was originally drafted as job aids intended to assist FAA field office personnel andoperators in the airworthiness certification of these aircraft. As such, some of the phrasing implies

guidance to FAA certification personnel. The job aids were intended to be used during theairworthiness certification process to help identify any issues that may hinder the safe certification,maintenance, or operation of the aircraft. The person performing the certification and the applicantwould to discuss the items in the job aid, inspect documents/records/aircraft, and mitigate anyissues. This information would be used to draft appropriate operating limitations, update the aircraftinspection program, and assist in the formulation of adequate operating procedures. There are alsoreferences to requesting information from, or providing information to the person applying for anairworthiness certificate. We are releasing this document as drafted, with no further updates andrevisions, for the sole purpose of communicating safety information to those involved in thecertification, operation, and maintenance of these aircraft. The identified safety issues and

recommended mitigation strategies are clear and can be considered as part of the certification,operation, and maintenance of the air aircraft.


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Attachment 2 Background Information on the MiG-21

The Mikoyan-Gurevich MiG-21 (Russian: -21;NATO reporting name Fishbed) isasupersonicjetfighter aircraft,designed by theMikoyan-GurevichDesign Bureau (OKB) in theSovietUnion. The MiG-21 was the mainstay of Soviet fighter aviation during the 1960s and 1970s. In the

Vietnam War, the MiG-21 extensively used by the North Vietnamese Air Force against US air strikes.Although American forces lost about 50 aircraft to North Vietnamese MiG-21s, the U.S. Air Force shotdown 68 MiG-21s in air combat. In the 1991 Gulf War, Iraqi Air Force MiG-21s were also engaged incombat operations, and at least two were shot down by U.S. Navy F/A-18 Hornets. In addition toVietnam and the Gulf War, the aircraft served in numerous conflicts over the past four decades,including several middle-east actions (1967, 1973, and 1982), Angola (1980s), the Balkan wars (1992-1999), and the Indo-Pakistani conflict of 1999. Recently, in both the Libyan (2011) and Syrian conflicts(2013), MiG-21s were usedoperationally in the strikerole.

Early versions areconsidered first andsecond-generation jet fighters,while later versions areconsidered to bethird andfourth-generation versionsof the fighter.Some 50countries over fourcontinents have flown theMiG-21, and it still servesmany nations a half-centuryafter its maiden flight. It isthe most-producedsupersonic jet aircraft inaviation history and themost-produced combataircraft since theKoreanWar. It also had the longestproduction run of a combataircraft, 1959 to 1985 over

all variants. As ofNovember 2007, over 1,300remained in serviceworldwide, while thatnumber was reduced to 800by late 2012. In 2013, someNorth Atlantic Treaty organization (NATO) countries continue to use the aircraft.

Above, an early MiG-21F- "Fishbed" in Vietnamese colors at the National Museum of the United States AirForce. Below, a later model MiG-21 PFM in Soviet Air Force service in the 1970s. Source: USAF.
http://en.wikipedia.org/wiki/Russian_languagehttp://en.wikipedia.org/wiki/NATO_reporting_namehttp://en.wikipedia.org/wiki/Supersonichttp://en.wikipedia.org/wiki/Jet_aircrafthttp://en.wikipedia.org/wiki/Fighter_aircrafthttp://en.wikipedia.org/wiki/Mikoyanhttp://en.wikipedia.org/wiki/OKBhttp://en.wikipedia.org/wiki/Soviet_Unionhttp://en.wikipedia.org/wiki/Soviet_Unionhttp://en.wikipedia.org/wiki/Second-generation_jet_fighterhttp://en.wikipedia.org/wiki/Second-generation_jet_fighterhttp://en.wikipedia.org/wiki/Third-generation_jet_fighterhttp://en.wikipedia.org/wiki/Third-generation_jet_fighterhttp://en.wikipedia.org/wiki/Third-generation_jet_fighterhttp://en.wikipedia.org/wiki/List_of_most_produced_aircrafthttp://en.wikipedia.org/wiki/List_of_most_produced_aircrafthttp://en.wikipedia.org/wiki/List_of_most_produced_aircrafthttp://en.wikipedia.org/wiki/Korean_Warhttp://en.wikipedia.org/wiki/Korean_Warhttp://en.wikipedia.org/wiki/Korean_Warhttp://en.wikipedia.org/wiki/Korean_Warhttp://en.wikipedia.org/wiki/List_of_most_produced_aircrafthttp://en.wikipedia.org/wiki/List_of_most_produced_aircrafthttp://en.wikipedia.org/wiki/List_of_most_produced_aircrafthttp://en.wikipedia.org/wiki/Third-generation_jet_fighterhttp://en.wikipedia.org/wiki/Third-generation_jet_fighterhttp://en.wikipedia.org/wiki/Third-generation_jet_fighterhttp://en.wikipedia.org/wiki/Second-generation_jet_fighterhttp://en.wikipedia.org/wiki/Second-generation_jet_fighterhttp://en.wikipedia.org/wiki/Soviet_Unionhttp://en.wikipedia.org/wiki/Soviet_Unionhttp://en.wikipedia.org/wiki/OKBhttp://en.wikipedia.org/wiki/Mikoyanhttp://en.wikipedia.org/wiki/Fighter_aircrafthttp://en.wikipedia.org/wiki/Jet_aircrafthttp://en.wikipedia.org/wiki/Supersonichttp://en.wikipedia.org/wiki/NATO_reporting_namehttp://en.wikipedia.org/wiki/Russian_language


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Above and below, two unusual views of a USAF MiG-21F-13. The first MiG-21 was evaluated in the US in 1968-1969. Source: USAF.


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Development of what would become the MiG-21 began in the early 1950s, when the Mikoyan-Gurevichdesign bureau finished a preliminary design study for aprototype designated Ye-1 in 1954. This projectwas very quickly reworked when it was determined that the planned engine was underpowered; theredesign led to the second prototype, the Ye-2. Both these and other early prototypes featured sweptwingsthe first prototype withdelta wings as found on production variants was the Ye-4. The Ye-4

made its maiden flight on June 16, 1955 and made its first public appearance during theSoviet AviationDay display at Moscow'sTushino airfield in July 1956.

In the West, due to the lack of available information, early details of the MiG-21 often were confusedwith those of similar Soviet fighters of the era. The MiG-21, which entered service in March 1960 (firstproduction MiG-21F), was the first successful Soviet aircraft combiningfighter andinterceptorcharacteristics in a single aircraft. It was a lightweight fighter, achieving Mach 2 with a relatively low-poweredafterburningturbojet,and is thus comparable to the AmericanLockheed F-104 Starfighterand the FrenchDassault Mirage III. In fact, the MiG-21 has been noted to deliver F-104-likeperformance.

A Croatian Air Force MiG-21bis photographed during take-off. Note that the landing gear is being retracted. Source: Chris Lofting.

Like many aircraft designed as interceptors, the MiG-21 had a short range. In fact, some have stated

that the fuel emergency started at take-off This deficiency continues to plague the aircraft to thisday. This was not helped by a design defect where the center of gravity shifted rearwards once two-thirds of the fuel had been used. This had the effect of making the plane uncontrollable, resulting in anendurance of only 45 minutes in clean condition. The issue of the short endurance and low fuelcapacity of the MiG-21F, PF, PFM, S/SM and M/MF variantsthough each had a somewhat greaterfuel capacity than its predecessorled to the development of the MT and SMT variants. These had arange increase of 250 km (155 miles) compared to the MiG-21SM, but at the cost of worsening allother performance figures (such as a lower service ceiling and slower time to altitude).
http://en.wikipedia.org/wiki/Prototypehttp://en.wikipedia.org/wiki/Delta_wingshttp://en.wikipedia.org/wiki/Soviet_Aviation_Dayhttp://en.wikipedia.org/wiki/Soviet_Aviation_Dayhttp://en.wikipedia.org/wiki/Tushino_airfieldhttp://en.wikipedia.org/wiki/Fighter_aircrafthttp://en.wikipedia.org/wiki/Interceptor_aircrafthttp://en.wikipedia.org/wiki/Afterburner_(engine)http://en.wikipedia.org/wiki/Turbojethttp://en.wikipedia.org/wiki/Lockheed_F-104_Starfighterhttp://en.wikipedia.org/wiki/Dassault_Mirage_IIIhttp://en.wikipedia.org/wiki/Dassault_Mirage_IIIhttp://en.wikipedia.org/wiki/Lockheed_F-104_Starfighterhttp://en.wikipedia.org/wiki/Turbojethttp://en.wikipedia.org/wiki/Afterburner_(engine)http://en.wikipedia.org/wiki/Interceptor_aircrafthttp://en.wikipedia.org/wiki/Fighter_aircrafthttp://en.wikipedia.org/wiki/Tushino_airfieldhttp://en.wikipedia.org/wiki/Soviet_Aviation_Dayhttp://en.wikipedia.org/wiki/Soviet_Aviation_Dayhttp://en.wikipedia.org/wiki/Delta_wingshttp://en.wikipedia.org/wiki/Prototype


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The delta wing, while excellent for a fast-climbing interceptor, meant any form of turning combat ledto a rapid loss of speed. However, the light loading of the aircraft could mean that aclimb rate of46,250 ft. /min was possible with a combat-loaded MiG-21bis, not far short of the performance of thelater and more modern aircraft. Given a skilled pilot and capable missiles, it could give a good account

of itself against contemporary fighters. Its G-limits were increased from +7 Gs in initial variants to +8.5Gs in the latest variants. In the 1970s, it was replaced by the newer variable-geometryMiG-23 andMiG-27 for ground support duties. However, not until theMiG-29 in the 1980s would the Soviet Unionultimately replace the MiG-21 as a maneuvering dogfighter to counter new American air superioritytypes.

An Egyptian Air Force F-7B on final approach in 2011. The F-7B is a popular Chinese derivative of the MiG-21F. Source: Jiri Vanek. Copyright 2011.

The MiG-21 was exported widely and continues to be used in many parts of the world. Its low cost wasattractive, and the price of a brand new MiG-21bis in the mid-1980s was quoted at between $1.2 and$1.5 million. In 1999, used MiG-21s were being sold for $1.3 million, depending on condition and liferemaining. The aircraft's simple controls, engine, weapons, and avionics were typical of Soviet-eramilitary designs. While technologically inferior to the more advanced fighters it often faced, lowproduction and maintenance (relative to other military aircraft, not civilian aircraft) costs made it a

favorite of nations buyingEastern Bloc military hardware. Several Russian, Israeli, and Romanian firmshave begun to offer upgrade packages to MiG-21 operators, designed to bring the aircraft up to amodern standard, with greatly upgraded avionics and armament.

A total of 10,645 MiG-21s were built in the USSR. They were produced in three factories: GAZ 30(3,203 aircraft) in Moscow (also known asZnamya Truda), GAZ 21 (5,765 aircraft) inGorky and at GAZ31 (1,678 aircraft) inTbilisi. Generally, Gorky built single-seaters for the Soviet forces. Moscow builtsingle-seaters for export and Tbilisi manufactured the twin-seaters both for export and for the USSR,
http://en.wikipedia.org/wiki/Climb_ratehttp://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-23http://en.wikipedia.org/wiki/Mikoyan_MiG-27http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-29http://en.wikipedia.org/wiki/Eastern_Blochttp://en.wikipedia.org/wiki/Gorky_(city)http://en.wikipedia.org/wiki/Tbilisihttp://en.wikipedia.org/wiki/Tbilisihttp://en.wikipedia.org/wiki/Gorky_(city)http://en.wikipedia.org/wiki/Eastern_Blochttp://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-29http://en.wikipedia.org/wiki/Mikoyan_MiG-27http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-23http://en.wikipedia.org/wiki/Climb_rate


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though there were exceptions. The MiG-21R and MiG-21bis for export and for the USSR were built inGorky, 17 single-seaters were built in Tbilisi (MiG-21 and MiG-21F), the MiG-21MF was first built inMoscow and then Gorky, and the MiG-21U was built in Moscow as well as in Tbilisi. In the 1980s, morethan 2,700 MiG-21s were flying with the Warsaw Pact forces (Bulgaria, Czechoslovakia, East Germany,Hungary, Poland, and Romania). As late as 1993, Russia (Commonwealth of Independent States) still

had at least 3 fighter regiments (about 200 aircraft) equipped with the MiG-21. On the other hand, it isbelieved that the last MiG-21 built, was a Chinese FT-7 trainer delivered in late 2002.

In 1968, the US was able to test fly a MiG-21 that defected to Israel. Later, the 4477th Test andEvaluation Squadron routinely operated the type (YF-110 designation). After the fall of the Soviet Unionmany MiG-21s were imported into the US for private use. The first civil MiG-21 in the U.S. flew in 1990.By 1996, 3 were flying sporadically in the US. Although many came in, only a few were registered, andless became operational in civil hands. Many went to museums, but a few were acquired with the intenof seeking airworthiness certification. One, N21MF, was converted to a drone by Tracor System, but itsoperational history in that role is unknown.

A Romanian Air Force MiG-21MF Lancer C on final in July 2012. Source: Alexander St. Alexandrov. Copyright 2012.

There are currently 44 privately owned MiG-21s in the U.S. Of these, approximately 8-10 are believed tobe operational. The only other country where a civil MiG-21 has operated is Australia, where VH-XII (a

MiG-21UM) flew at several airshows in 1995. In 2001, an ex-Czech Air Force MiG-21US carried a Frenchregistration (F-ZAGR) while serving with the French Air Force test pilot school (EPNER). Three MiG-21swere registered in the UK, but airworthiness certificates were never issued, in part due to safetyconcerns. Two of them were eventually exported to the US. Although a late top of the line MiG-21model is valued at about $6 million, those acquired by US operators were discarded by former SovietBloc countries at rock-bottom prices (under $50,000 in some cases, and essentially scrap value) afterhaving reached the end of their 1,500-hours life-limit or very close to it. The difference in value isrepresentative of not only their condition and equipment, but operational life remaining.


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Above, a Serbian Air Force MiG-21UM two-seater photographed in 2011. Source: Alexander St. Alexandrov. Copyright 2012. Below, a Bulgarian AirForce MiG-21bis taxing in October 2012. Source: Dimo Vichev.


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Dave Sutton, a well-know civil MiG operator notes when comparing the MiG-21 to other former militaryaircraft, that the MiG-21 is a completely different beastThey [MiG-21s] are a lot more complex tomaintain, but can be done with some care. The flying characteristics are fairly straightforward, but I donot consider them to be "pleasant" to fly. The pilot really works, and the thing [aircraft] is just not happbelow Mach-1. Look at the wing loading and you'll see why. It has very short range, and when the

engine is started you are basically in a fuel emergency situation before you launch. I am glad that I havehad the opportunity to fly the 21, but it would not be the first one out of the hanger for a Sunday flight.The MiG-21 does not have a good safety record. This is not uncommon with many second generationsingle-engine fighters.

An Indian Air Force MiG-21U during take-off. Note the flap position, the extended periscope for the pilot in the aft cockpit, and the afterburner. Also visibleon the tips of the horizontal stabilizers are the anti-flutter weights. Source: Indian Air Force.

Above, an Indian Air Force MiG-21 Bison (upgraded type) during take-off. Below, the same aircraft type in flight displaying a light-attack configurationconsisting of two external 490-liter fuel tanks and two S-24 heavy unguided air-to-ground rockets. Source: Indian Air Force.


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It is a difficult aircraft to operate in terms of maintenance and operational oversight. It certainly doesnot compare to trainers like the L-39. For example in operational service with the Finnish Air Force, ahighly professional and respected entity, the MiG-21 required about 50 hours of maintenance per flighthour. As a by-product of its design, manufacturing, and operational philosophy, the MiG-21incorporates many compromises between safety and operational flexibility. One issue that has alwayshad an impact is the overall low life-limit of the aircraft, its engine(s), and many components andsystems. Combined with a chronic shortage of spare parts, poor manufacturing techniques, high

operating costs ($4,000- $6,000 per hour in 2001), and age-related low reliability, this characteristic ofthe aircraft can have serious safety implications. Many of these factors undermine the aircraftssuitability for civil operations unless adequately mitigated. The aircraft operational history illustratesthese deficiencies, namely in terms of mechanical failures. Many were engine fires. Loss of control,mainly due to pilot inexperience or inattention, is another critical issue. The aircraft had mediocre slowspeed handling characteristics and high pilot workload.

The largest operator of the type outside of the former Soviet Union and China is India. Between 1966and 1984, India acquired or built 830 MiG-21s. Over half those aircraft were lost to accidents. In March2002, Indias Public Accounts Committee (PAC) (similar to the US General Accountability Office)released a report to Parliament noting that between 1991 and 2000, a total 221 MiG-21 aircraft (some

reports indicate a total of 250) of several versions were lost with 100 pilots killed. Between 1997 and2000, 55 MiG-21 crashed with the loss of 21 pilots, while in 2000 alone, of the 18 fighters lost inaccidents, 10 were MiG-21s.

Some data indicate that between 1990 and 1997, the average accident rate of the MiG-21 was 23.7 per100,000 hours. Other data, presented by the Comptroller and Auditor General of India (CAG) releasedin June 2000, argues that the MiG-21 accident rates have indeed shown a steady downward trend. As


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per CAG report, the overall MiG-21 accident rate of the Indian Air Force (IAF) for the period 1991-92 to1996-97 was down from 35.3 to 18.9 per 100,000 hours. Another analysis issued by the IAF in July 2003shows that between 1993 and 2002, 98 MiG-21s were lost in 533,000 sorties or approximately 400,000hours. This results in an accident rate of 24.56 per 100,000 hours.

A North Vietnamese MiG-21 deploys its drag chute during landing during the Vietnam War. The drag chute is an essential safety item for the operations ofMiG-21 aircraft. Source: USAF.

Several factors contribute to the IAFs high MiG-21 accident rate: (1) aging aircraft of the 1970s vintagewith design limitations difficult to overcome (in 2005, 70 older MiG-21s were retired because they hadreached their design life-limit), (2) direct exposure of inexperienced pilots to highly unforgiving

supersonic aircraft with limited transitional training, (3) the absence of flight simulators to train pilots onhow to effectively handle emergencies, and (4) poor maintenance and inadequate quality control onspares and rotables. The operational experience by the IAF with the MiG-21 cannot be underestimated,not just because of the number of aircraft in service and their length of service, but also because the IAFis relatively transparent and its accidents are investigated and made public. In addition, the IAFpublishes critical flight safety data as part of its operational programs. The availability of such data is noeasily obtainable from former Warsaw Pact countries during the Cold War.

The IAF is not the only entity that has had problems with the MiG-21. For example, between 1964 and1999, the Czech Air Force (before 1993, the Czechoslovakian Air Force) lost 112 MiG-21s from a total ofabout 400 aircraft that entered service. The East German Air Force had a similar experience with 131MiG-21s lost out of a total of 443, for an attrition rate of 29%-33% depending on the version of theaircraft. When combined with an estimated 500,000 hours flown, the Czech Air Force accident rate isabout 22.4 per 100,000 hours. Between 1963 and 1990, the Bulgarian Air Force MiG-21 fleet flew forabout 180,000 hours. About 40 aircraft were lost in accidents, which equates to an accident rate of 22per 100,000 hours. This rate may have been reduced to 17.9 per 100,000 for the period 1990-1999,but the data is unclear with regards to aircraft accidents where the aircraft was not destroyed outright.


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While acquiring operational MiG-21 data while serving with the Soviet Air Force (the largest MiG-21operator) is rather difficult, there is data that indicates that the accident rate for early MiG-21 (i.e., MiG21F) types ranged from 31 to 38 per 100,000 hours, with the majority being engine related. However,there is data that suggest that there were operational periods where the accident rate for the MiG-21 inSoviet Air Force service may have been below 15 per 100,000 hours, but this is difficult to verify. Agains

this background, there is data to suggest that the Finnish Air Force, which operated the MiG-21 from1963 until 1998, may have achieved the lowest MiG-21 accident rate, at around 13 per 100,000 hours(11 losses, about 80,000 hours).

Recently, other operators have had issues with the aircraft. For example, in 2010, Romania, now aNATO member and long-time MiG-21 operator grounded the aircraft because of concerns over itsmaintainability. One of the issues with the Romanian Air Force accidents is that it operates possiblythe most modern MiG-21s, the Lancer. Despite of this, in 25,000 hours flown by the upgraded MiG-21fleet since 1996, 12 aircraft have been lost, which equates to an accident rate of 48 per 100,000 hours.The rate had been computed at 30.76 at the 13,000-hour mark. The Romanian AF accident rate is

likely to be higher if aircraft not destroyed are included. Relevant is the fact that although theRomanian MiG-21s are upgraded, they retain several of the MiG-21s weaknesses, including long take-off and landing distances, difficult low speed handling, and high approach speeds.

Low pass of a Serbian Air Force MiG-21 UM during an airshow in 2012. Note the front and aft air brakes. Source: claudiu_ne, http://en.wikipedia.org.
http://upload.wikimedia.org/wikipedia/commons/3/31/MiG-21UM_16178_Serbian_Air_Force.jpg


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An US Navy F-14B Tomcat assigned to the Jolly Rogers of Fighter Squadron One Zero Three (VF-103) leads a formationwith two Croatian MiG-21 fighter aircraft. U.S. Navy squadrons assigned to Carrier Air Wing One Seven (CVW-17)aboard the nuclear powered aircraft carrier USS George Washington (CVN 73) have sent a detachment to Croatia inorder to participate in the exercise Joint Wings 2002. Croatia is now a NATO member and continues to field thevenerable MiG-21 in the air defense role. Source: U.S. Navy.

Although some of these data may be overstated, the range (a low of 17.9, a high of 48, and an accuratemean estimate at about 29-30 per 100,000 hours) creates concerns over the aircrafts suitability forcertain non-combat tasks, and certainly civil operations. In other words, its risks and utility are notbalanced. One common aspect of many MiG-21 operators has been the very low number ofserviceable aircraft. Serviceability rates below 50% and even 40% are not uncommon, either today, or

even 15 years ago.

For example, in1997, theSlovakian Air Forcehad a force of 59MiG-21s, and ofthese, only 18were operationaldue, primarily, to ashortage of spare

parts andinadequatemaintenancesupport. From anoperationalperspective,perhaps thesituation involvingthe Bulgarian AirForce (a current

NATO MiG-21operator) maysummarize thesituation involvingolder airframeslike the MiG-21. In 2011, a defense study found that the non-fulfillment of the planned total annualflight hours was due to spare parts shortages and delays in fulfilling aviation equipment repairs andrefurbishment contracts. Not surprisingly, it was also found that although the number of accidentswas reduced by 7% when compared to the previous year, the tendency of the past years waspreserved, and approximately 64% of the aviation incidents were due to failures of aviationequipment. In 2006, it was reported that the Indian Air Force was only able to achieve a serviceabilityrate of 33% (about 55% by other sources) for their upgraded MiG-21 Bison aircraft. Although the ratemay vary, the fact is that at any given time, over half of the aircraft are grounded due to spare partsshortages, maintenance issues, and insufficient overhauling. This is not an indication that the IAF is notknowledge on how to increase the serviceability rate, but it does show a tight oversight over theairworthiness of aircraft, that is, aircraft are not returned to operational status unless there is a high-level of certainly over their condition and safety. Regardless, it is evidence that the aircraft is note easy


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or cheap to operate and maintain, and that as the aircraft continue to age, the situation is not likely toimprove.

Another aspect of MiG-21 safety is survivability. The aircraft has a high lethality rate, that is, the chancefor the pilot surviving an accident are low when compared with other types. For example, Bulgarian Air

Force data (1992) indicates that the lethality rate of MiG-21 accidents was a high 48%, the Indian AirForces is about 45-49% (depending on the data set), while the Czechoslovakian Air Force lethality ratewas a relatively low 39% when MiG-21 operations ceased in 2005. Essentially, a MiG-21 pilot hasabout a chance in two chance of surviving an accident.

The safety record of the MiG-21 conducting civil aircraft operations in the U.S. is less than desirable.Since 1992, there has been two major accidents, one of which was fatal, plus another five seriousincidents. During that period an estimatedtotal of 3,500 hours were flown (average of fiveaircraft operational in any given year x 20 yearsx 35 hours per year) by civil MiG-21s. This

equates to an accident rate of 57 per 100,000hours, which is higher than any of the ratesexperienced by the military operatorsdiscussed above. MiG-21 operations in the U.S.are anticipated to increase in both the numberof active aircraft and number of annual flighthours. One operator plans an active fleet ofeight MiG-21s. Using the accident rate of 57per 100,000 hours, the probability that in oneyears time this operator will lose an aircraft inan accident is 1.09.1

In summary, the MiG-21 does not forgive mistakes by inexperienced pilots or maintainers, and eventhose with experience had to stay alert and show superior airmanship and technical knowledge. Top-notch maintenance and operational procedures are the only way to mitigate many of the safety issuesand risk factors with this unforgiving aircraft. As mentioned in the 1966 DDR Luftstreitkrfte (EastGerman Air Force) DV-432/4a MiG-21PF Manual, it must always be remembered by the flying andtechnical personnel that a modern fighter, which flies at very highspeed, presupposes deep knowledgeof the aircraft and the engine as well as the necessary understanding of the mode of operation andmaintenance of the systems. Only excellent knowledge of all of the [military] regulations ensuresreliable operation of all systems of the aircraft in the air. This cannot be ignored as part of any civil

operation, and thus as part of the airworthiness certification process, which requires the ability to thinkcritically about the hazards of operating such aircraft.

1In other words, the operator will likely experience an aircraft accident in less than 12 months. Here is the computation. An accident rate of 57 per 100,00flight hours means that 57 flights end in an accident every 100,000 hours flown. Given eight aircraft flying 20 hours per month, the number of hours per yeis 1,920. (8 X 20 X 12 = 1,920) Therefore, if we have 1,920 flight hours per year with an accident rate of 0.00057 accidents per hour, the probability of havinan accident in a year is 109%. (1,920 x 0.00057 = 1.09 or 109%).

Above, members of the USAF 4477th Tactical Evaluation Squadron standing infront of an Ex-Indonesian AF MiG-21F-13 in the 1980s.


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On this and the following page, four views of the July 12, 2012 overrun of N9307 at Eden Prairie, Minnesota. The pilot was slightlyinjured and the aircraft severely damaged. The aircraft was attempting to land on the airports 5,000-foot runway when it overrun therunway and ended its course across a public road. The drag chute failed after deployment. Source: FAA.


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A Romanian Air Force MiG-21MF Lancer A during take-off (full afterburner) in July 2010. Source: Alexander St. Alexandrov. Copyright 2012.

MiG-21 Aircraft in the FAA Regis try (January 2013)

Mfr/Mdl Code Number of Aircraft Assigned Manufacturer Name Model Name

05616EZOHIO - 1Total = 1

STATE AIRCRAFT FACTORY F-7 MIG-21

056163Q

ARIZONA - 1CALIFORNIA - 1DELAWARE - 3FLORIDA - 3ILLINOIS - 1MINNESOTA - 1OREGON - 1TEXAS - 4Total = 15

MIKOYAN GUREVICH MIG-21

05603QV IDAHO - 1Total = 1

MIKOYAN GUREVICH MIG-21F

056147TFLORIDA - 1MICHIGAN - 1Total = 2

MIKOYAN GUREVICH MIG-21MF

05616QY

CALIFORNIA - 1DELAWARE - 1ILLINOIS - 1VERMONT - 1Total = 4

MIKOYAN GUREVICH MIG-21PF

05630JIDELAWARE - 1Total = 1

CAMELOT AVIATION LLC MIG-21PF

05615T6

ALABAMA - 1CALIFORNIA - 1WASHINGTON - 1Total = 3

MIKOYAN GUREVICH MIG-21R

056037S

DELAWARE - 1NEW JERSEY - 2

OREGON - 3TEXAS - 2WASHINGTON - 1Total = 9

MIKOYAN GUREVICH MIG-21UM

05630IWDELAWARE - 1Total = 1

CAMELOT AVIATION LLC MIG-21UM

05602Q5MONTANA - 1Total = 1

MIKOYAN GUREVICH MIG-21US

05602PQFLORIDA - 1Total = 1

MIKOYAN GUREVICH MIG-21UT

0560644 Total = 0 MIKOYAN GUREVICH MIG-21VN
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Civil MiG-21s in US (2008)

Registration Version & Variant Operational & Remarks

1. N21EV MiG-21UM Yes

2. N21MG F-7 No

3. N21PF MiG-21PF No

4. N21UT MiG-21UM No5. N22FR MiG-21US Unknown

6. N57GS MiG-21UM Yes7. N63SG MiG-21 Unknown

8. N121MG MiG-21PF Yes9. N121TJ MiG-21U No

10. N213DM MiG-21PF Unknown

11. N221GL MiG-21PFM Unknown12. N221MG MiG-21US Yes

13. N221YA MiG-21F-13 No14. N315RF MiG-21U No

15. N316DM MiG-21PF Unknown16. N317DM MiG-21UM Yes

17. N321LS MiG-21 No

18. N321ST MiG-21UM No19. N711MG MiG-21UM Yes

20. N1011E MiG-21F-13 No21. N1101E MiG-21F-13 No

22. N1121M MiG-21US No23. N3751L MiG-21UM No

24. N4318W MiG-21 Unknown

25. N5179Y MiG-21PF Unknown26. N621DM MiG-21PF Unknown (ex-G-BRAO)

27. N6285D MiG-21F-13 No28. N6285L MiG-21F-13 No

29. N6285U MiG-21US No

30. N7238T MiG-21UM Unknown

31. N7203S MiG-21UM Yes

32. N7803Z MiG-21R No

33. N9149F MiG-21US Unknown

34. N9242N MiG-21US Yes35. N1165 MiG-21UM Yes

36. N7708 MiG-21MF No37. N9307 MiG-21MF Yes

38. N20739 MiG-21UM Unknown

39. N30421 MiG-21R Unknown40. N80634 MiG-21R No

41. N80639 MiG-21R Unknown


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Specifications (Mikoyan-Gurevich MiG-21PFM)

General Characteristics

Crew: 1 Length: 14.5 (with pitot) m (47 ft. 6.86 in) Wingspan: 7.154 m (23 ft. 5.66 in) Height: 4.125 m (13 ft. 6.41 in) Wing area: 23.0 m2 (247.3 ft) Gross weight: 7,800 kg (17,195 lb.) Powerplant: 1 Tumansky R-11F2S-300, 38.74 kN (8,710 lb.) thrust dry, 60.54 kN (13,610 lb.) with

afterburner each

Performance

Maximum speed: 2,175 km/h (1,385 mph) Maximum speed: Mach 2.05 Range: 1,670 km (1,037 miles) Service ceiling: 19,000 m (62,335 ft.)

Armament

One GP-9 cannon pod with 23 mm GSh-23 cannon, plus Two K-13A (R-3S) AAM or Two 500 kg (1,102 lb.) of bombs

Specifications (Mikoyan-Gurevich MiG-21bis)


Crew: 1 Length: 15.0 (with pitot) m (49 ft. 2.5 in) Wingspan: 7.154 m (23 ft. 5.66 in) Height: 4.125 m (13 ft. 6.41 in) Wing area: 23.0 m2 (247.3 ft) Empty weight: 5,339 kg (11,770 lb.) Gross weight: 8,725 kg (19,235 lb.) Powerplant: 1 Tumansky R-25-300, 40.21 kN (9,040 lb.) thrust dry, 69.62 kN (15,650 lb.) with

afterburner each

Performance

Maximum speed: 2,237 km/h (1,468 mph) Maximum speed: Mach 2.05 Range: (internal fuel) 1,210 km (751 miles) Service ceiling: 17,800 m (58,400 ft.) Rate of climb: 225 m/s (44,280 ft./min)


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Above, an Egyptian Air Force MiG-21 aircraft participates in a live-fire demonstration during BRIGHT STAR '82, a combined exercise involvingthe armed forces of the US, Egypt, Sudan, Somalia, and Oman. Below, a close-in view of a Soviet MiG-21 Fishbed fighter aircraft with UV-16rocket pods attached to the wing pylons and a GP-9 23 mm cannon undercarriage. Source:http://www.defenseimagery.mil.
http://www.defenseimagery.mil/http://www.defenseimagery.mil/


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Armament

One internal 23 mm GSh-23 cannon, plus Two K-13A (R-3R) or 4x Molniya R-60 AAM or Two 500 kg (1,102 lb.) bombs

Specifications (Mikoyan-Gurevich MiG-21-93)


Crew: 1 Length: 14.5 (with pitot) m (47 ft. 6.86 in) Wingspan: 7.154 m (23 ft. 5.66 in) Height: 4.125 m (13 ft. 6.41 in) Wing area: 23.0 m2 (247.3 ft) Gross weight: 8,825 kg (19,425 lb.) Powerplant: 1 Tumansky R-25-300, 40.21 kN (9,040 lb.) thrust dry, 69.62 kN (15,650 lb.) with

afterburner each

Performance

Maximum speed: 2,228 km/h (1,468 mph) Maximum speed: Mach 2.05 Range: (internal fuel) 1,210 km (751 miles) Service ceiling: 17,800 m (58,400 ft.) Rate of climb: 225 m/s (44,280 ft./min)

Source: USAF.


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Source: USAF.


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Above and below, and using training equipment, Romanian Air Force (NATO member) maintainers explain the inner workings of the R-13 MiG-21 engine (above) and engine systems (below) to USAF personnel during a joint exercise in 2009. Source: USAF.


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R-11 engine diagram and sample R-11 engine data. Source: USAF.


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Two views of the R-11 engine. Top, the nozzle petals and seal arrangement. Above, the nozzle ring hydraulic actuator and ring. Source: USAF.


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Top, a view of the inlet cowl and cone detail on an R-11-equipped MiG-21F-13 aircraft. Above, the anti-surge door and suck-in door locations on aUSAF MiG-21F-13. Note the low location of the long pitot and probe boom on this aircraft, a real danger to ground crew. Source; USAF.


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Above and below, close-up views of a USAF MiG-21F-13 during scheduled maintenance. The first MiG-21, an early F-13 version, was evaluated in theUS in 1968-1969. Source: USAF.


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Above, a Romanian Air Force MiG-21bis being overhauled by Aerostar in Romania in 2003. Source: Chris Lofting. Below, a MiG-21F-13instructional airframe in Romania in 2006. Note the air intake internal structure. Source: Chris Lofting.


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Two close-up views of the early MiG-21F-13 cockpit and ejection seat system. Note the forward-hinged canopy, the inner windshield panel, the ejection seatdeflector, and the clear panel behind the cockpit. This cockpit and ejection seat layout differ significantly from the set up provided below, which is that of a

late-model MiG-21. Source: Above, USAF. Below. Unknown.

Top and above, two close-up views of a Romanian Air Force MiG-21 Lancer C, probably the most effective and modern MiG-21 in operations today. Althoughout-classed in many respects, the aircraft is now integrated into NATO operations in the air defense role. Compare the later model ejection seat in this aircrawith the earlier seat in the MiG-21F-13 aircraft shown above. Source: FAA.


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Above, a view of the aft cockpit of a Serbian Air Force MiG-21UM Mongol B in 2012. Note the white line painted on the instrument panel,used as a reference to assist the pilot in recovering from a loss of control. Source: Alexander St. Alexandrov. Copyright 2012. Below,the right-hand console of a civil MiG-21. Note the English translation (labels) on most of the switches. Source: FAA


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Source: USAF.


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Initial MiG-21 Mass Production - Generation One (19571961)

Ye-6 (1957)

Three pre-production versions of MiG-21F.

MiG-21F (1959; Izdeliye72; NATO "Fishbed-B")

Single-seat day fighter aircraft. It was the first production aircraft, with 93 machines being made (20 in1959, 73 in 1960). The MiG-21F carried 2160 liters of fuel in six internal fuel tanks and was powered byan R-11F-300 turbojet engine with 5740kg of thrust. The earliest units were fitted with one NR-30 andtwo NR-23 cannon, subsequent aircraft were armed with two 30-mm NR-30 cannons 60 shells each, itwas also capable of carrying two bombs ranging from 50 to 500 kg each. Avionics included PUS-36Dweapons sequencing module, R-800 communications radio, ASP-5NV-U1 computing gun sight, and SRD-5MN Baza-6radar rangefinder.

Ye-6/9 (1960)

A production MiG-21F was modified in 1960 to test nuclear strike capability on the MiG-21 airframe.

Ye-6T (1958)

Prototypes based on MiG-21F used for testing theVympel K-13 (NATO: AA-2 'Atoll') missile system. Theaircraft were later reused for other tests.

Ye-6T/1 ("Ye-66") (1959)

Ye-6T/1 prototype, number 31 Red, was refitted with R-11F2-300 engine to break the world speedrecord. "Ye-66" was a "fake" designation used on the documents submitted to theFAI;it was not theofficial designation. Konstantin Kokkinaki set a new world speed record on September 16, 1960 in thisaircraft, reaching a top speed of 2,499 km/h (1552 mph) on a 100 km closed course.

Ye-6T/1 ("Ye-66A") (1961)

After setting a new world speed record, Ye-6T/1 "31 Red" was rebuilt again to try to set a new worldaltitude record. To this end it had a U-21 rocket booster added to a fairing in the tail, and kept theupgraded R-11F2-300 turbojet. "Ye-66A" was a "fake" designation used on the documents submitted totheFAI;it was not the official designation. On April 28, 1961,Georgi Mosolov set the new altituderecord at 34,714 m (113,891 ft.), breaking the previous record set by an American pilot in an F-104Starfighter by 2899 m (9511 ft.).

Ye-6T/2 (1961)

Second prototype Ye-6T reused to test skid-type landing gear for use on dirt strips.
http://en.wikipedia.org/wiki/Kgfhttp://en.wikipedia.org/wiki/Vympel_K-13http://en.wikipedia.org/wiki/F%C3%A9d%C3%A9ration_A%C3%A9ronautique_Internationalehttp://en.wikipedia.org/w/index.php?title=Konstantin_Kokkinaki&action=edit&redlink=1http://en.wikipedia.org/wiki/F%C3%A9d%C3%A9ration_A%C3%A9ronautique_Internationalehttp://en.wikipedia.org/w/index.php?title=Georgi_Mosolov&action=edit&redlink=1http://en.wikipedia.org/w/index.php?title=Georgi_Mosolov&action=edit&redlink=1http://en.wikipedia.org/wiki/F%C3%A9d%C3%A9ration_A%C3%A9ronautique_Internationalehttp://en.wikipedia.org/w/index.php?title=Konstantin_Kokkinaki&action=edit&redlink=1http://en.wikipedia.org/wiki/F%C3%A9d%C3%A9ration_A%C3%A9ronautique_Internationalehttp://en.wikipedia.org/wiki/Vympel_K-13http://en.wikipedia.org/wiki/Kgf


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Above and below, two unusual views of a USAF MiG-21F-13. The first MiG-21 was evaluated in the US in 1968-1969. Source: USAF.


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MiG-21P-13 (aka Ye-7) (1958)

Two MiG-21s (Izdeliye65) were converted to use K-13 missile system as part of a development projectfor an interceptor armed with the K-13 missile. Due to the MiG-21P-13 project lagging behind scheduleit was decided to produce the existing MiG-21F with the capability to use the K-13 missile system,

resulting in the MiG-21F-13. The development continued, however, eventually resulting in the MiG-21PF.

MiG 21-F13

Short-range day fighter; the MiG-21F-13 was the first MiG-21 model to be produced in large numbers.Unlike the MiG-21F, the MiG-21F-13 had only one NR-30 cannon on the starboard side, with only 30rounds; however, it added the capability to use the K-13 missile system, of which two could be carried ounder wing hard points. On early-production MiG-21F-13s the launch rails were of the APU-28 type;later models had these replaced by APU-13 rails. The launch rails were removable, allowing the MiG-

21F-13 to carry two UB-16-57 unguided rocket launchers, two S-24 rockets on PU-12-40 launch rails ortwo FAB-100/250/500 bombs or ZB-360 napalm tanks.

The F-13 had further upgrades: an improved ASP-5ND optical gun sight and upgraded SRD-5ND rangingradar. The MiG-21F-13 was also built under license in China as theChengdu J-7 orF-7 for export, as welas in Czechoslovakia as the Aero S-106, though the S-106 designation was not used for long;subsequently, the Czech-built units were referred to as "MiG-21F-13" just like the Soviet-built aircraft.

MiG-21FR

Czechoslovak designation for MiG-21F and Aero S.106 (Czech-built MiG-21F) converted to carry

reconnaissance pods.

MiG-21F-13R (1974)

Bulgarian designation for MiG-21F-13 aircraft locally modified to carry an AFA-39 camera.

Ye-6V (1961; NATO "Fishbed-E")

Experimental STOL version of MiG-21F-13 with JATO boosters.

Interceptors - Generation Two (19611966)

MiG-21PF (1961; Izdeliye76; NATO "Fishbed-D")

Production version of the all-weather interceptor. These were powered by the R-11F2-300 turbojet andstarting with the seventh production batch, fitted with the RP-21 radar (the first six batches used theolder TsD-30T radar (aka RP-9-21). Further, the weapons control system was modified from that of theF-13 to allow use of the RS-2US (aka K-5MS) beam-riding AAM in addition to the IR-seeking K-13.
http://en.wikipedia.org/wiki/Chengdu_J-7http://en.wikipedia.org/wiki/F-7_Skybolthttp://en.wikipedia.org/wiki/F-7_Skybolthttp://en.wikipedia.org/wiki/Chengdu_J-7


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MiG 21 PF (1961; Izdeliye76A)

Version for export to Warsaw Pact countries; only difference from domestic version was the IFF equipm

MiG-21PFL (1966; Izdeliye76A)

Version of MiG-21PF tailored to a Vietnamese requirement. The "L" designation may be short for lokatoto reflect the different sensor suite in this version as compared to the standard PF.

MiG-21PFM (Izdeliye76A)

Not to be confused with the "real" MiG-21PFM this is Izdeliye 94. This was an East German designationfor MiG-21PF aircraft with upgraded RP-21 radars.

MiG-21RFM (Izdeliye76A)

Romanian designation for the MiG-21PF.

MiG-21FL (1965; Izdeliye77)

Export (Third world) model of the MiG-21PF. Downgraded from baseline MiG-21PF with older and lesspowerful R-11F-300 engine, no provision for carrying RS-2US beam-riding missiles and a simplified,downgraded version of the RP-21 radar, designated RILL. Wide-chord fin and brake chute fairing at itsbase. Built under license in India as the Type 77.

Ye-7SPS (1961)

Test bed to develop flap-blowing system, rebuilt from Ye-6V/2.

MiG-21PFS (Izdeliye94; NATO "Fishbed-D")

The first nine production batches of the MiG-21PFS were externally identical to the MiG-21PF but withblown flaps and brake chute fairing at the fin's base.

MiG-21PFS (Izdeliye94; NATO "Fishbed-F")

From batch 10 to batch 19, the large-chord vertical stabilizer first seen on the MiG-21FL was introduced,

but the aircraft retained the SK ejection seat and one-piece, forward-opening canopy of the MiG-21PF.

MiG-21PFS (Izdeliye94; NATO "Fishbed-F")

From serial no. 941314 onwards, MiG-21PFS aircraft had the wide-chord tail, a KM-1 ejection seat, and atwo-piece, sideways-opening canopy.


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Several details of the MiG-21s characteristics are presented on this page. Top, the aft fuselage area,horizontal stabilizer, and wing stall fences are visible. Middle, the intricate set-up of the landing gear,external fuel tank, and one of the air brakes. Bottom, the Pitot tube, and air data vanes. Photos: FAA.


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MiG-21PFM (1964; Izdeliye94; NATO "Fishbed-F")

The production version of the Ye-7M was a modernized MiG-21PF, with upgraded RP-21 M radar, SRZO-Khrom-NikkelIFF transponder and other changes in avionics. Further, later-production MiG-21PFMsreintroduced cannon armament, in the form of the capability to carry the GSh-23 cannon and 200 round

in an underbelly pod. Following tests in 1966, MiG-21PFM aircraft built after 1968 could carry the Kh-66air-to-surface missile.

MiG-21PFM (1964; Izdeliye94A; NATO "Fishbed-F")

Export version with a different IFF system and no capacity to carry S-24 rockets or ZB-62 napalm tanks.

MiG-21PFM (Izdeliye94N; NATO "Fishbed-F")

Nuclear-capable version of MiG-21PFM.

MiG-21PFMA (Izdeliye94A)

Polish designation of standard MiG-21PFM.

MiG-21PFMN (Izdeliye94N)

Polish designation of nuclear-capable MiG-21PFM.

MiG-21RFMM (Izdeliye94A)

Romanian designation for the MiG-21PFM.

MiG-21SPS (Izdeliye 94A; NATO "Fishbed-F")

To avoid confusion with the local "MiG-21PFM" designation given to the modified MiG-21PF (Izdeliye76A), the East German air force re-designated the "real" MiG-21PFM of Izdeliye94A as "MiG-21SPS."

MiG-21SPS-K (Izdeliye 94A; NATO "Fishbed-F")

East German designation for MiG-21PFM (Izdeliye94A) aircraft wired for using cannon pods.

MiG-21R (1965; Izdeliye03/94R; NATO "Fishbed-H")

Initially designated Izdeliye03 to confuse outsiders, the MiG-21R official "type" designation was Izdeliye94R. The first production unit was rolled out in early 1966 and production continued until 1971. ForRecce missions, the MiG-21R could carry a Type D daylight PHOTINT pod, a Type N nighttime PHOTINTpod, a Type R general-purpose ELINT pod or a Type T pod housing a TV system, making the MiG-21R oneof the first Soviet Recce aircraft to make use of ELINT equipment. Small changes were made throughou


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the production run. Early-production units had the R-11F2S-300 turbojet, which was replaced in latermachines by the R-13-300 powerplant. In the air-to-air role, the MiG-21R could carry two RS-2US or R-3air-to-air missiles, and in the strike role it could be loaded with two UB-16-57UM or UB-32 rocket pods,two S-24 heavy unguided rockets or two bombs of up to 500 kg weight (each).

MiG-21R (Izdeliye94RA; NATO "Fishbed-H")

Export version of the MiG-21R, delivered with the Type D and Type R pods.

MiG-21RF (Izdeliye94RA; NATO "Fishbed-H")

Egyptian designation for MiG-21R aircraft which had been locally modified by permanently mounting thcameras in a fairing under the nose.

MiG-21RF (Izdeliye96R; NATO "Fishbed-H")

Not to be confused with the Egyptian local designation "MiG-21RF. This designation was used aftersome MiG-21Rs were upgraded with R-13-300 engines as in the MiG-21MF.

MiG-21S (1964; Izdeliye95; NATO "Fishbed-J")

The production version of the Ye-7S. This was fitted with the RP-22 radar (production version of theSapfir-21radar) working together with an ASP-PF-21 computing gun sight. The airframe was differentfrom that of the MiG-21PFM by using the same saddle tank as in the MiG-21R. The MiG-21S had an R-11F2S-300 powerplant and an AP-155 autopilot featuring a 'panic button' auto recovery system. TheMiG-21S could carry the GP-9 cannon pod. It had four under wing hard points, with the two outboard

pods being "wet, that is, they could carry drop tanks. It could carry all weapons that the MiG-21PFMcould, with the addition of the R-3R (K-13R) missile, thesemi-active radar homing variant of the K-13.MiG-21S was produced from 1965 to 1968 and delivered only to the Soviet air force.

MiG-21N (1965; Izdeliye95N; NATO "Fishbed-J")

Also known as MiG-21SN, this was a nuclear-capable variation of the MiG-21S.

Modernization - Generation Three (19681972)

MiG-21M (1968; Izdeliye96; NATO "Fishbed-J")

Export variant of the MiG-21S with two major differences: the RP-22 radar of the MiG-21S wassubstituted with the older RP-21MA radar, and featured a built-in GSh-23L cannon instead of a cannonpod. In the air-to-air role it could only carry the R-3S IR-seeking AAM on its four pylons, as the SARHvariant, the R-3R, was not cleared for export. The type was also license-built in India, the first Indian-built example being delivered in February 1973.
http://en.wikipedia.org/wiki/Semi-active_radar_hominghttp://en.wikipedia.org/wiki/Semi-active_radar_homing


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Above, a Bulgarian Air Force (NATO) MiG-21bis SAU Fishbed N in 2012. Source: Alexander St. Alexandrov. Copyright 2012. Below, an in-flight photograpof the MiG-21F that was flight tested by the USAF in 1969. Source: USAF.


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MiG-21M (Izdeliye96A, NATO "Fishbed-J")

Export variant for Warsaw Pact countries.

MiG-21MA (Izdeliye96A, NATO "Fishbed-J")

The Czechoslovak Air Force re-designated its MiG-21Ms that had been re-engined with the Tumansky R-13-300 engine as "MiG-21MA," keeping the RP-21MA radar. Some of these were later re-equipped withthe RP-22 radar - bringing it to MiG-21MF standard - and were then re-designated "MiG-21MF."

Top, an ex-Bulgarian Air Force MiG-21PF disassembled for shipping. Source: USAF. Above, a stripped down Bulgarian Air Force MiG-21bis Fishbed L duringa recent depot-level overhaul in 2011. Source: Alexander St. Alexandrov. Copyright 2012.


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MiG-21K (1969; proposal)

This was a proposed variant of the MiG-21 for a dedicated ground attack role. It was withdrawn.

MiG-21Sh (1969; Izdeliye 21-32"; project)

This was another ground-attack project that was a "fusion" of the MiG-21 and the MiG-27; it wasreferred to alternatively as MiG-21Sh and MiG-27Sh. Cancelled.

MiG-21SM (1969; Izdeliye15/95M; NATO "Fishbed-J")

Upgrade of the MiG-21S using theR-13-300 engine and with a built-in GSh-23L cannon, as well as aconsiderably updated avionics package.

MiG-21MF (1970; Izdeliye96F; NATO "Fishbed-J")

Export version of the MiG-21SM, with RP-22 radar and R-13-300 turbojet. The choice of weapons loadswas increased with the addition of the R-60 (NATO: AA-8 "Aphid") and later the R-60M IR-seeking AAM.These were also license-built in India by HAL as the Type 88.

MiG-21MFR (1995)

Bulgarian local designation for MiG-21MF modified to carry Recce pods after the retirement of the MiG-21F-13R.

MiG-21MF-75

Unofficial designation used in Bulgaria, East Germany, Romania and Czechoslovakia to refer to MiG-21MF aircraft delivered with cockpit instrumentation identical to that in the MiG-21bis (the "75" refersto "1975", the year in which these entered production.)

MiG-21MFN

Czech Air Force designation for MiG-21MF upgraded with NATO standard avionics.

MiG-21DF (1969)

A production MiG-21 (S or SM) refitted with R-13F2-300 engine and Kvantradar rangefinder for testpurposes. Though testing revealed an improvement in maneuverability, this variant was not produced.

MiG-21SMF (1970)

A test bed aircraft - a stock MiG-21SM refitted with the uprated R-13F2-300 turbojet. Though aprototype for what would have been a new model, it never entered production.
http://en.wikipedia.org/wiki/Tumansky_R-13http://en.wikipedia.org/wiki/Tumansky_R-13


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MiG-21MT (1971; Izdeliye96T; NATO "Fishbed-J")

This was a MiG-21MF with increased fuel capacity. Though designed for export, only 15 were built andnone were exported.

MiG-21SMT (1971; Izdeliye50; NATO "Fishbed-K")

A development of the MiG-21SM with increased fuel capacity. This variant is easily spotted thanks to itslarger spine.

MiG-21ST (Izdeliye50)

Due to the extreme unpopularity of the MiG-21SMT amongst Soviet pilots, most were rebuilt with thesmaller saddle tank of the MiG-21bis after that type entered production in 1972. Following theconversion, they were re-designated MiG-21ST and were externally indistinguishable from the MiG-21b

MiG-21bis (1972; Izdeliye75; NATO "Fishbed-L/N"

The ultimate development of the MiG-21, fitted with the TumanskyR-25-300 turbojet engine and a greanumber of other advances over previous types. Those MiG-21bis for the Soviet PVO (Air Defense Force)were equipped with the LazurGCI system (NATO: "Fishbed-L"), while those for the Soviet Air Force werefitted with the PolyotILS system (NATO: "Fishbed-N").

MiG-21bis (Izdeliye75A; NATO "Fishbed-L")

Lazur-equipped version with a slightly different avionics package exported to some Warsaw Pact

countries. In Bulgaria and East Germany these were designated MiG-21bis-Lazur.

MiG-21bis (Izdeliye75B; NATO "Fishbed-N")

Polyot-equipped version with a slightly different avionics package exported to some Warsaw Pactcountries. In Bulgaria and East Germany these were designated MiG-21bis-SAU (SAU referring toSistema Avtomaticheskovo Upravleniya= "Automatic Control System"). This variant was manufacturedunder license by HAL in India from 1980 to 1987.

MiG-21bis-D

Upgraded in 2003 for the Croatian Air force with some elements of the Lancer standard. Modernized foNATO interoperability including a Honeywell ILS (VOR/ILS and DME), a GPS receiver, a new IFF system,and communications equipment from Rockwell Collins.

MiG-21bis/T

Finnish designation for MiG-21bis modified to carry reconnaissance pods.
http://en.wikipedia.org/wiki/Tumansky_R-25http://en.wikipedia.org/wiki/Tumansky_R-25


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Trainer Variants (19601968 Onward)

Ye-6U (1960)

Trainer prototype based on the Ye-6T.

MiG-21U (1961; Izdeliye66-400; NATO "Mongol-A")

Two-seat training version of the MiG-21F-13.

MiG-21U-400

East German designation for MiG-21U aircraft of Izdeliye66-400.

MiG-21UR (1961; project)

This was an unrealized project based on the Ye-6U in which the rear cockpit was transformed into anextensive camera bay.

MiG-21U (1965; Izdeliye66-600; NATO "Mongol-B")

Essentially the same as the 66-400, but with the wide-chord vertical stabilizer as on the MiG-21PFM.

MiG-21U-600

East German designation for MiG-21U aircraft of Izdeliye66-600.

MiG-21US (1966; Izdeliye68; NATO "Mongol-B")

Two-seat training version; upgrade of MiG-21U 66-400 with blown flaps.

MiG-21US (1966; Izdeliye68A; NATO Mongol-B")

Export version of MiG-21US with slightly modified avionics.

MiG-21UM (1968; Izdeliye69; NATO "Mongol-B")

Two-seat training version of the MiG-21MF. Type 69 Indian Air Force designation.

MiG-21UMD

Croatian designation for four MiG-21UMs upgraded for NATO interoperability, similarly to the MiG-21bis-D.


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MiG-21 Upgrade Programs

MiG-21-93

This package provided an upgrade of the avionics suite that includes installation of the Kopyopulse-

Doppler radar, smaller version ofN010 Zhuk airborne radar used by theMiG-29,which enables theaircraft to fire a greater range of modern weapons such as the beyond-visual-rangeVympel R-77 air-to-air missile. Other upgrade features include installation of a dual-screen HUD, helmet-mounted targetdesignator, and advanced flight control systems.

MiG-21-2000

Single-seat 21st century version for export buyers byIsrael Aerospace Industries (IAI).

MiG-21 LanceR

Upgraded version for the Romanian Air Force done byElbit Systems of Israel andAerostar SA ofRomania. The LanceR-A version is optimized for ground attack being able to deliver precision guidedmunitions of eastern and western origin as well as R-60, R-73 and Python III air to air missiles. TheLanceR-B version is the trainer version and the LanceR-C version is the air superiority version featuring 2LCD MFDs, helmet mounted sight and theEltaEL/M-2032 Air combat radar.

MiG-21 Bison

Upgraded version for export, the Indian Air Force being the first customer. Equipped with thePhazotronKopyo (Spear) airborne radar, which is capable of simultaneously tracking 8 targets and engaging 2 ofthem with semi-active radar homing air-to-air missiles, such as theVympel R-27. The radar also enablesthe fighter to deploy active radar homing air-to-air missiles such as theVympel R-77.

MiG-21-97

MiG-21-93 upgrade. MiG-21-93 is re-engined with theKlimov RD-33 engine, the MiG-29 engine.

MiG-21 Foreign-Built Variants

China (Peoples Republic of China)

Chinese-built variants of the MiG-21 are designatedChengdu J-7 and F-7 (for export). Only the initialversion of the J-7 was a copy of a MiG-21 variant, namely the MiG-21F-13. Though an agreement hadbeen reached between China and the USSR for license production of the MiG-21 in China, politicalrelations soured between the two countries, causing Soviet assistance to stop. This forced the Chineseto reverse-engineer parts of the handful of MiG-21F-13s supplied from the USSR, in order to make up foblueprints and documentation that had not yet been shipped over from the USSR at the time of thepolitical rift. All subsequent development of the J-7 was indigenous to China and different from Soviet-
http://en.wikipedia.org/wiki/N010_Zhukhttp://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-29http://en.wikipedia.org/wiki/Vympel_R-77http://en.wikipedia.org/wiki/Israel_Aerospace_Industrieshttp://en.wikipedia.org/wiki/Elbit_Systemshttp://en.wikipedia.org/wiki/Aerostarhttp://en.wikipedia.org/wiki/Eltahttp://en.wikipedia.org/wiki/EL/M-2032http://en.wikipedia.org/wiki/Phazotronhttp://en.wikipedia.org/wiki/Vympel_R-27http://en.wikipedia.org/wiki/Vympel_R-77http://en.wikipedia.org/wiki/Klimov_RD-33http://en.wikipedia.org/wiki/Chengdu_J-7http://en.wikipedia.org/wiki/Chengdu_J-7http://en.wikipedia.org/wiki/Klimov_RD-33http://en.wikipedia.org/wiki/Vympel_R-77http://en.wikipedia.org/wiki/Vympel_R-27http://en.wikipedia.org/wiki/Phazotronhttp://en.wikipedia.org/wiki/EL/M-2032http://en.wikipedia.org/wiki/Eltahttp://en.wikipedia.org/wiki/Aerostarhttp://en.wikipedia.org/wiki/Elbit_Systemshttp://en.wikipedia.org/wiki/Israel_Aerospace_Industrieshttp://en.wikipedia.org/wiki/Vympel_R-77http://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-29http://en.wikipedia.org/wiki/N010_Zhuk


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made versions. TheGuizhou JL-9 trainer, first flown in 2003, is also based on the MiG-21 airframe. SeeChinese J-7below.

Czechoslovakia

Between 1962 and 1972 the MiG-21F-13 version was manufactured under license byAero Vodochody,iCzechoslovakia. Aero Vodochody built a total of 194 planes during this period, under the coverdesignation article Z-159. It followed the MiG-15 and MiG-19S built in Vodochody factory from the fiftieto sixties. The sole locally-built version of the MiG-21F-13 differed externally from the Soviet-builtexamples by the solid Dural sheet fairing behind the cockpit canopy, as opposed to the transparent oneon the original Soviet MiGs. These machines were built for the Czechoslovak Air Force and also forexport. The R-13-300 engines were imported from the Soviet Union.

India

The production of the MiG-21s in India under license byHindustan Aeronautics in Nasik started with the

MiG-21FL in 1966 in four phases starting with the assembly of CKD kits, moving on to subassemblies,parts, and finally advancing to production from scratch. 205 MiG-21FLs, designated Type 77 andnicknamed Trident, were built in India between 1966 and 1972; the first one built entirely from Indian-made components was delivered to the IAF on 19 October 1970, with the first Indian-made R-11F2S-300powerplant leaving the assembly line on 2 January 1969. In 1971 HAL production was switched to animproved version of the MiG-21M (Izdeliye96), which was designated Type 88 by HAL; as this variantwas produced exclusively in India, no Izdeliye designation is applicable. The first Type 88 MiG-21M wasdelivered to the IAF on 14 February 1973 and the last on 12 November 1981, with a total of 158 built.The last variant to be produced by HAL was the MiG-21bis. A total of 75 were built in 1977 from CKDkits, and a further 220 were built from scratch by 1984. Despite a series of crashes during the 1990s,theIndian Air Force has decided to upgrade about 125 of the MiG-21bis in its inventory to the MiG-21"Bison" standard. These will serve the Indian Air Force until 2018.

An Egyptian MiG-21 during joint operations with the US in 1982. Source: USAF.
http://en.wikipedia.org/wiki/Guizhou_JL-9http://en.wikipedia.org/wiki/Aero_Vodochodyhttp://en.wikipedia.org/wiki/Hindustan_Aeronauticshttp://en.wikipedia.org/wiki/Indian_Air_Forcehttp://en.wikipedia.org/wiki/Indian_Air_Forcehttp://en.wikipedia.org/wiki/Hindustan_Aeronauticshttp://en.wikipedia.org/wiki/Aero_Vodochodyhttp://en.wikipedia.org/wiki/Guizhou_JL-9


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Czech Republic Air Force MiG-21MFN in 2005, just before retirement. Source: Georg Mader. Copyright 2013.

Photograph of an Indian Air Force MiG-21 Bison (modernized - MiG-21) seen during Aero India 2005 Show, in May 2007. Source: Sheejuaten.wikipedia.
http://en.wikipedia.org/wiki/User:Sheejuhttp://en.wikipedia.org/http://en.wikipedia.org/http://en.wikipedia.org/wiki/User:Sheeju


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Current MiG-21 Operators

Note: This list does not include operators ofChinese copies/licensed manufactured versions known astheChengdu J-7 and export version, F-7.

Azerbaijan:Azerbaijan Air Force. Around 12 received from Ukraine and to be withdrawn followingpurchase of MiG-29.

Angola:Angolan Air Force. First MiG-21s in Angola were 12 MiG-21MF delivered in March 1976 fromthe USSR, followed by 8 MiG-21F-13 and two MiG-21US with Soviet pilots. In 1980, 12 more MiG-21MF and two more MiG-21US were delivered to the Angolan Air Force, and four more MiG-21US and12 MiG-21bis (Izdeliye 75B) in 1983. None remained operational by 2007, but 18 MiG-21bis and 4MiG-21UM are reportedly still on the Air Force's lists.

Bulgaria:Bulgarian Air Force. From 1963 to 1990 Bulgaria received: 224 MiG-21s. Six remain in service

as of 2012. Bulgaria received 12 MiG-21F-13 in 1963; the surviving nine were converted to MiG-21F-13R standard as reconnaissance aircraft. The last six were retired in 1988 as life expired. 12 MiG-21PFwere delivered in 1965; four were lost in accidents, the other eight were retired in 1991. 12 MiG-21PFM were received in 1965, followed by 32 more in 19771978 from Soviet surplus stock and twomore in 1986; further, four MiG-21PFS were delivered from Soviet surplus; of the 46 MiG-21PFM and 4MiG-21PFS, seven were lost in accidents and four were sold to Nigeria; the last active aircraft werewithdrawn in 1992. Six MiG-21Rs were delivered in 1969 and retired in 1995. 15 MiG-21M weredelivered in 1970 and retired in 1990. Twenty MiG-21MFs were delivered in 19741975; seven wereconverted to MiG-21MFR standard in 1995; all withdrawn by 2000. Thirty MiG-21bis Izdeliye75B("Fishbed-N") were delivered in 1983 and six more in 1985; Thirty-six MiG-21bis Izdeliye75A ("Fishbed-

L") were delivered in 1990 from Soviet AF stocks. 12 MiG-21bis Izdeliye75B remain in service. A singleMiG-21U Izdeliye66-400 was delivered in 1966, and a single MiG-21US in 1969, followed by four moreMiG-21US in 1970. 27 MiG-21UM were delivered between 1974 and 1982. A few of these remainoperational after having gun sights and weapons pylons removed and being re-designated MiG-21UM-2.

Cambodia:Cambodian Air Force. Nineteen second-hand MiG-21bis (Izdeliye 75B) and three MiG-21UMs delivered from the USSR in 1982, as well as three MiG-21UMs from Bulgaria in the same year.There are plans to modernize these in Israel, but so far only one MiG-21bis and one MiG-21UM havebeen rebuilt to MiG-21-2000 standard and returned to Cambodia. MiG-21s (MiG-21bis, MiG-21UM) inservice are assigned to "The Fighter Squadron" based at Phnom Penh.

Croatia:Croatian Air Force. Three MiG-21bis were taken up following defections of Croatian pilotsfrom the Yugoslav Air Force; two of these were lost in combat. Forty MiG-21bis and MiG-21UM werebought from (former East) Germany in 1993, of which 16 and 4, respectively, were put into service, therest used for parts. Eight MiG-21bis were upgraded to MiG-21bis-D standard and four MiG-21UM toMiG-21UMD standard in 2003 in Romania; these are currently in service.
http://en.wikipedia.org/wiki/People%27s_Republic_of_Chinahttp://en.wikipedia.org/wiki/Chengdu_J-7http://en.wikipedia.org/wiki/Azerbaijanhttp://en.wikipedia.org/wiki/Azerbaijan_Air_Forcehttp://en.wikipedia.org/wiki/Angolahttp://en.wikipedia.org/wiki/Angolan_Air_Forcehttp://en.wikipedia.org/wiki/Bulgariahttp://en.wikipedia.org/wiki/Bulgarian_Air_Forcehttp://en.wikipedia.org/wiki/Cambodiahttp://en.wikipedia.org/wiki/Cambodian_Air_Forcehttp://en.wikipedia.org/wiki/Croatiahttp://en.wikipedia.org/wiki/Croatian_Air_Forcehttp://en.wikipedia.org/wiki/Croatian_Air_Forcehttp://en.wikipedia.org/wiki/Croatiahttp://en.wikipedia.org/wiki/Cambodian_Air_Forcehttp://en.wikipedia.org/wiki/Cambodiahttp://en.wikipedia.org/wiki/Bulgarian_Air_Forcehttp://en.wikipedia.org/wiki/Bulgariahttp://en.wikipedia.org/wiki/Angolan_Air_Forcehttp://en.wikipedia.org/wiki/Angolahttp://en.wikipedia.org/wiki/Azerbaijan_Air_Forcehttp://en.wikipedia.org/wiki/Azerbaijanhttp://en.wikipedia.org/wiki/Chengdu_J-7http://en.wikipedia.org/wiki/People%27s_Republic_of_China


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Above, a line of Bulgarian Air Force MiG-21 Fishbed aircraft parked on the flight line on Graf Ignatievo Air Base, Bulgaria, Nov. 11, 2008, during exerciseNickel Javelin, a 20-day long exercise where 230 U.S. Airmen conduct bilateral training with the Bulgarian forces. Note the packed drag chutes behind theaircraft. Source: USAF. Below: Croatian MiG-21 during low altitude maneuvering 2012. Source: Chris Lofting.


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Two Views of a Cuban MiG-21 fighter aircraft inside a Navy hangar. The aircraft was flown to Key West on September 20, 1993 by a defectingCuban pilot. Note the afterburner ring in the bottom photograph. Source: http://www.defenseimagery.mil.


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Cuba:Cuban Air Force. 40 MiG-21F-13 and two MiG-21Us were transferred to the Fuerza AreaRevolucionaria in 1962. At least one squadron of MiG-21PF was delivered in 1964, and either 24 or 36MiG-21PFM were received in 19661967. Twelve MiG-21Rs were delivered in 1968. Sixty MiG-21MFswere delivered between 1972 and 1974; some of these were sent to Angola. Eighty MiG-21bis(Izdeliye 75A) were received from 1981. Five MiG-21U (Izdeliye 66-600) were delivered in 1966, and 20

MiG-21UM were delivered starting in 1968. According to Cuban sources, altogether 270 MiG-21s of allvariants were received. 12 MiG-21bis and six MiG-21UMs are still operational.

Egypt:Egyptian Air Force. By 1967, Egypt had received 235 MiG-21 fighters (MiG-21F-13, MiG-21PF,and MiG-21PFM) and 40 MiG-21U trainers. Almost all were destroyed in theSix Day War - no morethan 10 of the 235 survived that war. 75 MiG-21PFS were supplied in 1970, followed by 12 MiG-21M,110 MiG-21MF, 24 MiG-21US, and some MiG-21UM. Eighty Chinese J-7 were also received. The MiG-21 remains in service.

Eritrea:Eritrean Air Force. Old Ethiopian Air Force MIG-21bis aircraft are estimated to operate six.

Ethiopia:Ethiopian Air Force. 48 MiG-21MF and MiG-21UM received 19771978; more - reports rangefrom 50 to 150 - were delivered in 1982-83. Thirty MiG-21bis (Izdeliye 75A) delivered between 1986and 1988. Eighteen are still in service, 18 fighters, and 6 trainers.

India:Indian Air Force. India received its first MiG-21s in 1963, numbering 8 MiG-21F-13s. Two moreF-13s and two MiG-21PFs were received in 1964. The MiG-21FL was designed by Mikoyan to fulfill anIndian requirement, and this was the first version to be license-built in India by HAL. The first 54 ofthese were built and test-flown in the USSR, then dismantled and shipped to India for reassembly; thefirst one built completely from scratch in India was handed over to the IAF in October 1970. All told,205 MiG-21FL were built in India, of which 196 were built entirely in India; the last MiG-21FL was

retired in 2005. In 1971, 65 MiG-21M were delivered to India; license production of an improvedvariant unique to India, designated MiG-21MF (Type 88), began in 1973, and lasted until 1981 - a totalof 158 were built. It is important to keep in mind that the HAL MiG-21MF (Type 88) is not the same asthe MiG-21MF (Izdeliye96) that was made in the USSR for export to other countries. Kits for 75 MiG-21bis Izdeliye75A were delivered in 1977, and by 1984, 220 more were built from scratch in India.Contracts were signed in 1996 to upgrade 125 MiG-21bis (plus an option for 50 more) in a service lifeextension program to extend their useful life to 201

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