Country of origin:

Union of Soviet Socialist Republics

Description:

Single-seat fighter

Power Plant:

One 14,500 lbst Tumansky R-13-300 turbojet with afterburning

Specifications:

Armament:

One twin-barrel 23 mm GSh-23 cannon; various air-to-air missiles including two K-13A “Atoll” or AA-8 “Aphid”

History:

With more than 10,000 examples built, having served with more than 40 air forces world-wide, having been licence built in India, China, Poland and Czechoslovakia, the MiG 21 series (known by the NATO name ‘Fishbed’) has been one of the most widely used jet fighter aircraft of all time. It remains in service with a number of air forces, and is expected to remain so for some years to come due to a number of upgrades being performed on the type around the world to extend its life.

In about 1954 the Soviet design bureau Mikoyan & Gurevich, headed by Artem Mikoyan, received a specification to design and build a simple clear-weather interceptor and air-superiority fighter. Through a number of experimental designs, the Ye-6 was designed in 1957 following a decision to adopt the MiG delta wing configuration for the MiG 21 series. In 1959 the MiG 21F entered production, a variant of this, known as the Ye-66 or MiG 21 F-13 setting a world absolute speed record of 2,388 km/h (1,483.83 mph) on 31 October 1959, and the Ye-66A (with booster rockets) on 28 April 1961 setting a world altitude record of 34,714 m (113,892 ft). However, photographs reveal these were very much modified aircraft.

The prototype MiG 21F (c/n 01) was tested for some time and survives at the Central Museum of the Armed Forces in Moscow. The first of the series to enter service was the MiG 21F-13, which was manufactured also under licence by Aero Vodochody in Czechoslovakia as the S-106. The design subsequently entered service with the Soviet Air Force and was extensively developed and updated, with production continuing in China into the nineties.

On 10 August 1958 the first of what is known as the 2nd generation of MiG 21s was flown, this being the Ye7/1, which became known as the MiG 21P (Fishbed D). This model was ordered into production as the MiG 21PF with a 13,118 lbst R-11F2-300 engine, had the starboard NR-30 cannon deleted and had improved avionics. From 1964 Warsaw Pact countries commenced to received the MiG 21PF, and later the 21PFM, the latter being a development of the 21PF known to the West as the ‘Fishbed F’ and having a new cockpit canopy and blown flaps. It did not have an internally installed cannon but had a mounting for a GP-9 gun pod on the centre line which housed a two-barrel GSh-23L 23 mm cannon.

The MiG 21PD (‘Fishbed G’) was an experimental model fitted with two Kolyesov RD-236-5S lift engines in the rear fuselage but was not placed in production. The 3rd generation models began with the MiG 21R (‘Fishbed H’) and were for tactical reconnaissance duties, fuel capacity being increased to 2,800 litres (740 Imp gals). It also carried two 490 litre (129 Imp gal) drop tanks. It carried a reconnaissance pod on the fuselage centreline, a radar warning receiver, and electronic counter measure jammer pods on the wingtips. Like all MiG 21 variants, it was progressively up-dated during its production life.

The engine was the Tumansky R-11F-300 two-spool afterburning turbojet, a simple and robust unit; and inbuilt armament was normally a 30 mm NR-30 cannon, and UV-16-57 rocket launcher housing 16 rockets and the K-13A air-to-air missile. In the 1960s the MiG 21F was ordered in some numbers for the Indian Air Force due to its speed, handling and general qualities which made up for its limited range, endurance, lack of search radar, and weak armament, these being the MiG 21FL model and being completed by Hindustan Aeronautics at Nasik. In December 1971 war broke out between India and Pakistan, the former by that time having eight squadrons operationally ready with the type, the latter operating a few Lockheed F-104s and Mirage IIIs.

The MiG 21 also saw combat with the Vietnam People’s Army Air Force, with USAAF pilots claiming 68 MiG 21s shot down during that conflict. In the Arab / Israeli “six day war” of June 1967 Israel launched a pre-emptive strike against the United Arab Republic Air Force when more than 300 aircraft were destroyed, many of these being MiG 21s. They have also seen combat in other conflicts, eg in Angola where, after the departure of the former Portuguese government, the Marxist MPLA, backed by Cuba and the Soviet Union, took over power, having at least 40 MiG 21s in its inventory.

In 1977 Somalia MiG 21s fought against Ethiopian Northrop F-5As. In that same year tension between Egypt and Libya reached breaking point and there were combat operations between MiG 21s and MiG 23s. During Operation Desert Storm only a few defensive missions were flown by MiG 21MFs, most remaining on the ground, though four are known to have been shot down. During the Civil War in Yugoslavia in 1991 Serbian MiG 21MFs and 21PFMs were used on ground attack missions.

The MiG 21MF (‘Fishbed J’) was developed from the 21M, which was the export model and had the 14,550 lbst R-13-300 engine. The MiG 21MT and 21SMT (‘Fishbed K’) models were built from 1971 and mainly had some re-arrangement of the fuel tanks. The 4th generation of the series was the MiG 21bis (‘Fishbed L’) with a completely re-designed airframe, with much of the avionics from the MiG 23 being installed. This model had the 16,535 lbst Tumansky R-24-300 engine and had a fuel capacity of 2,880 litres (761 Imp gals). First production aircraft were delivered to the Soviet Air Force in February 1972 and production continued to 1974 when some 220 were assembled at the HAL plant in India for the Indian Air Force. During the Gulf War the Iraq Air Force had 150 MiG 21MFs and MiG-21bis on strength, and they were used in the air defence and ground support roles. The MiG 21bis-SAU (‘Fishbed N’) was the last variant and had up-graded avionics similar to late model MiG 23Ms.

In 1960 the Ye-6U trainer prototype was flown, the fuselage being an almost complete re-design, a cockpit for an instructor being installed, this being the first time the new KM-1 ejection seat was fitted to the MiG 21. The new model became the MiG 21UTI Mongol when it entered production early in 1963 and had an internal fuel capacity of 2,400 litres (1,090 Imp gals). On this model the forward airbrakes were replaced by a single brake on the ventral centreline, and the cannon and associated ammunition magazines were deleted.

In 1965 blown flaps were introduced to the models then in production reducing the landing run to 400 m (1,320 ft). One MiG 21U (also known as the Ye-33) was used by Natalya Prokhanova on 22 May 1965 to establish a women’s record, reaching a zoom altitude of 24,336 m (79,941 ft), and on 23 June 1965 by Lydia Zaitseva when she held a sustained altitude of 19,020 m (62,402 ft). The fourth of the trainer models was the UM, the Type 69, which had the more powerful R-13-300 engine and had four pylons on the wings for missiles.

Over the years the MiG 21 has been criticised for its armament, avionics, engine response, and radius of action, but has been lauded for its manoeuvrability, handling ease, short field performance, and simplicity of servicing and maintenance. In recent years Mikoyan has proposed fitting a new avionics package based on that fitted to the MiG 29; and other manufacturers have become involved in updates. The MiG 21 has been built in greater numbers and more versions than any other fighter since World War II. It has had the longest active life of any combat aircraft in history; and is said to have been involved in more wars in more diverse parts of the world than any other fighter in history.

In late 1992 three MiG 21s arrived at Bankstown, NSW from Poland. One, a two-seat MiG 21UM (c/n 51-6905011 – serial U2146 / PAF5011), was restored to airworthiness for a syndicate in Sydney and became VH-XXI, making its first post restoration flight on 2 March 1994 from Sydney’s Mascot airport, being flown from there to RAAF Williamtown.  It was painted in a red and silver colour scheme similar to that worn by a MiG 21 of the Red Archers aerobatic team of the Indian Air Force. It was flown at a number of air events including at Mangalore, VIC but after a few years was retired and placed on static display at Fighter World at RAAF Williamtown, NSW. In late 2019 it was conveyed to Albion Park, NSW, where it became part of the HARS collection of aircraft.

After being stored for a period at Bankstown, NSW in containers, the other two, a MiG 21US (serial 5141) and a single-seat MiG 21MF (serial 8008), were shipped to New Zealand. The latter was placed on display at a Motor Museum in Queenstown on the south island for a period, and the other placed in storage pending restoration. In 2005 serial 8008 was taken to Ardmore for restoration but by early 2016 this had not been completed.

Serial 5141 was later placed on display with the Wanaka Transport and Toy Museum. This MiG 21MF (8008) served with 2 PLM Goleniow of the Polish Air Force until January 1991 when it was written off and placed in storage at Mierzecice. The MiG 21US serial 5141 (c/n 01685141) was the first MiG 21US model delivered to Poland and it also served with 2 PLM until January 1989, when it was transferred to the unit 62 PLM at Krzesiny. It was put into storage at Mierzecice at the same time as 8008 and was struck off records on 9 November 1992 as sold to Australia. Neither of the MiG 21s has ever flown in New Zealand.

In early 2005 TabAir, an operator based at Rockhampton, QLD, imported a further MiG 21 (99257), this being an ex-Bulgarian Air Force machine. In 2015 work on restoration to airworthiness of this aircraft seemed to have been abandoned and the aircraft was thought to be in storage. However, in mid-2016 R Mach Aviation of Rockhampton was working on restoring the aircraft, engine runs having been made and the aim having been to provide combat jet flights with the aircraft.

In February 2016 a further MiG 21U arrived at White Gum Farm near York, WA. This former Egyptian Air Force machine (c/n 664318) with the serial 2319 painted on the fuselage was imported to the United States in 1994 and became NR4318W in 2003. The registration was to an operator in Wilmington, Delaware. It arrived in York in February 2016 and restoration work commenced to restore it to fly for warbird flights.