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The Mikoyan-Gurevich MiG-21 (Russian: Микоян и Гуревич МиГ-21) (NATO reporting name "Fishbed") is a supersonic jet fighter aircraft, designed and built by the Mikoyan-Gurevich Design Bureau in the Soviet Union. It was popularly nicknamed "balalaika", from the aircraft's planform-view resemblance to the Russian stringed musical instrument or ołówek (English: pencil) by Polish pilots due to the shape of its fuselage.[2] Early versions are considered second-generation jet fighters, while later versions are considered to be third-generation jet fighters. Some 50 countries over four continents have flown the MiG-21, and it still serves many nations a half-century after its maiden flight. The fighter made aviation records. At least by name, it is the most produced supersonic jet aircraft in aviation history, the most produced combat aircraft since the Korean War, and it had the longest production run of a combat aircraft (1959 to 1985 over all variants[1]). [edit] Development.png) The MiG-21 jet fighter was a continuation of Soviet jet fighters, starting with the subsonic MiG-15, MiG-17, and the supersonic MiG-19. A number of experimental Mach 2 Soviet designs were based on nose intakes with either swept-back wings, such as the Sukhoi Su-7, or tailed deltas, of which the MiG-21 would be the most successful. Development of what would become the MiG-21 began in the early 1950s, when Mikoyan OKB finished a preliminary design study for a prototype designated Ye-1 in 1954. This project was very quickly reworked when it was determined that the planned engine was underpowered; the redesign led to the second prototype, the Ye-2. Both these and other early prototypes featured swept wings—the first prototype with delta wings as found on production variants was the Ye-4. The Ye-4 made its maiden flight on 16 June 1955 and made its first public appearance during the Soviet Aviation Day display at Moscow's Tushino Airport in July 1956. The MiG-21 was the first successful Soviet aircraft combining fighter and interceptor characteristics in a single aircraft. It was a lightweight fighter, achieving Mach 2 with a relatively low-powered afterburning turbojet, and is thus comparable to the American F-104 Starfighter and F-5 Freedom Fighter and the French Dassault Mirage III.[1] Like many aircraft designed as interceptors, the MiG-21 had a short range. 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 an endurance of only 45 minutes in clean condition. The issue of the short endurance and low fuel capacity of the MiG-21F, PF, PFM, S/SM and M/MF variants—though each had a somewhat greater fuel capacity than its predecessor—led to the development of the MT and SMT variants. These had a range increase of 250 km (155 mi.) compared to the MiG-21SM, but at the cost of worsening all other performance figures (such as a lower service ceiling and slower time to altitude).[1] The delta wing, while excellent for a fast-climbing interceptor, meant any form of turning combat led to a rapid loss of speed. However, the light loading of the aircraft could mean that a climb rate of 235 m/s (46,250 ft/min) was possible with a combat-loaded MiG-21bis,[1] not far short of the performance of the later F-16A. Given a skilled pilot and capable missiles, it could give a good account of itself against contemporary fighters. It was replaced by the newer variable-geometry MiG-23 and MiG-27 for ground support duties. However, not until the MiG-29 would the Soviet Union ultimately replace the MiG-21 as a maneuvering dogfighter to counter new American air superiority types.[citation needed] The MiG-21 was exported widely and continues to be used. The aircraft's simple controls, engine, weapons, and avionics were typical of Soviet-era military designs. The use of a tail with the delta wing aids stability and control at the extremes of the flight envelope, enhancing safety for lower-skilled pilots; this in turn enhanced its marketability in exports to third world countries with limited training programs and restricted pilot pools. While technologically inferior to the more advanced fighters it often faced, low production and maintenance costs made it a favorite of nations buying Eastern Bloc military hardware. Several Russian, Israeli and Romanian firms have begun to offer upgrade packages to MiG-21 operators, designed to bring the aircraft up to a modern standard, with greatly upgraded avionics and armaments.[1] Due to the lack of available information, early details of the MiG-21 were often confused with those of the similar Sukhoi fighters also under development. Jane's All the World's Aircraft 1960-1961 describes the "Fishbed" as a Sukhoi design, and uses an illustration of the Su-9 'Fishpot'.[citation needed] [edit] Production A total of 10,645 units were built in the USSR.[1] They were produced in three factories, in the GAZ 30 in Moscow (also known as Znamya Truda), in GAZ 21 in Gorky[3] and in GAZ 31 in Tbilisi.[clarification needed] The type of "MiG" manufactured differed. Gorky built single-seaters for the Soviet forces. Moscow built single-seaters for export and Tbilisi manufactured the twin-seaters both for export and for the USSR. However, there are exceptions. The MiG-21R and MiG-21bis for export and for the USSR were built in Gorky, 17 single-seaters were built in Tbilisi (MiG-21 and MiG-21F), the MiG-21MF was first built in Moscow and then Gorky, and the MiG-21U was built in Moscow as well as in Tbilisi. The count for each factory is:
A total of 194 MiG-21F-13s were built under licence in Czechoslovakia, and Hindustan Aeronautics Ltd. of India built 657 MiG-21FL, MiG-21M and MiG-21bis (of which 225 were bis)[1] [edit] Technical description The MiG-21 is a single-engined jet fighter aircraft capable of supersonic flight.[1]
The MiG-21 has a delta wing. The sweep angle on the leading edge is 57° with a TsAGI S-12 airfoil. The angle of incidence is 0° while the dihedral angle is -2°. On the trailing edge there are ailerons with an area of 1.18 m², and flaps with an area of 1.87 m². In front of the ailerons there are small wing fences.
A semi-monocoque with an elliptical profile with a maximum width of 1.24 m. The air flow to the engine is regulated by a cone in the air intake. Up until the MiG-21PF it is three staged. On speeds up to M=1.5 it is fully retracted, between speeds of M=1.5 and M=1.9 it is in the middle position, and with speeds higher than M=1.9 it is in the maximum forward position. However, on the MiG-21PF it adapts to the actual speed, according to the UVD-2M system aboard the aircraft, which monitors the pressure in front and behind the compressor of the engine. On both side of the nose there are gills to supply the engine with more air while on the ground and during takeoff. In the first variant of the MiG-21, the pitot tube is on the bottom of the nose; after the MiG-21P, every version of the -21 has this tube situated on the top of the air intake. The cabin is pressurized and air conditioned. The canopy up until the MiG-21PFM opens on a hinge on the front of the canopy. When ejecting, the SK-1 ejection seat connects with the canopy making a capsule to enclose the pilot and protect him from the airflow, after which it would separate and the pilot would parachute down. However, the canopy took too long to separate and some pilots were killed after ejecting at low altitudes. On the MiG-21PFM the canopy opens on a hinge on the right side of the cockpit.
On the belly of the plane there are three air brakes, two at the front and one at the back. The front brakes have an area of 0.76 m², and a deflection angle of 35°. The back one has an area of 0.46 m² and a deflection angle of 40°. The usage of the back air brake is blocked if the plane carries an external fuel tank. Behind the air brakes are the bays for the main landing gear. Under the body, just behind the trailing edge of the wing, two JATO rockets can be attached. The front part of the fuselage ends with former #28. Beginning with former #28a is the back part of the fuselage, which is removable for engine maintenance.
 The empennage of the MiG-21 consists of a vertical stabilizer, a stabilator and a small fin on the bottom of the tail to improve yaw control. The vertical stabilizer has a sweep angle of 60° and an area of 5.32 m² (on earlier version 3.8 m²) and a rudder. The stabilator has sweep angle of 57°, an area of 3.94 m² and a span of 2.6 m.
A tricycle type undercarriage with a nose gear. The main landing gear has tires 800 mm in diameter and 600 mm in width (till the MiG-21P; 660x200 mm). The wheels of the main landing gear retract in the fuselage after rotating 87°, the shock absorbers retract in the wing. The nose gear retracts forward in the fuselage under the radar. The wheel base is 4.71 m, the track width is 2.69 m.
The MiG-21 engine was produced in several variants.[4]
* = limited (3-minute) "extra-power" reheat at altitudes 4000m (13,120 ft) or less.
The following table shows the possible ordnance loads of various models of the MiG-21. In the pylons column, the number listed is per individual pylon.
[edit] Operational history
[edit] Vietnam The MiG-21, which initially achieved renown during the Vietnam War, in which it saw extensive action, was designed for very short Ground Controlled Interceptor (GCI) missions, which is precisely the type of missions that it was employed for in the skies over North Vietnam.[5] The first MiG-21s arrived directly from the Soviet Union by ship in April 1966, and after being unloaded and assembled,[6] were transitioned into North Vietnam's oldest fighter unit; the 921st Fighter Regiment, which had been established on 3 February 1964 as a MiG-17 unit. Since the North Vietnamese Air Force's 923rd FR was newer and less experienced, they would continue to operate strictly MiG-17s; while the arrival of the MiG-19's (J6 versions) from Communist China in 1969 would create North Vietnam's only MiG-19 unit, the 925th FR. On 3 February 1972 North Vietnam commissioned their fourth and last Fighter Regiment of the war while engaged with the United States, the MiG-21PFM (Type 94) equipped 927th Fighter Regiment.[7] The MiG-21 was one of the most advanced fighter aircraft of the time; and although 13 of North Vietnam's flying aces attained that status while flying the MiG-21, and only 3 airmen became aces while flying the MiG-17, it is thought by many, that North Vietnamese aces preferred flying the MiG-17, since the high wing loading on the MiG-21 made it less maneuverable than the MiG-17, and the less heavily framed canopy of the MiG-17 allowed pilots to more easily detect US launched air to air missiles.[8] Although the MiG-21 lacked the long-range radar, missiles, and heavy bombing payload of its contemporary multi-mission U.S. fighters, it proved a challenging adversary in the hands of experienced pilots especially when used in high speed hit and run attacks under GCI control. MiG-21 intercepts of F-105 strike groups were effective in downing US aircraft or forcing them to jettison their bomb loads. After a million sorties and nearly a thousand lost US aircraft, Operation Rolling Thunder came to an end on 1 November 1968.[9] Poor air-to-air combat loss-exchange ratios against the smaller, more agile enemy MiGs during the early part of the Vietnam War eventually led the USN to create their Navy Fighter Weapons School, also known as "Top Gun" at Miramar Naval Air Station on 3 March 1969.[10] The USAF quickly followed with their own version, titled the Dissimilar Air Combat Training (sometimes referred to as Red Flag) program. These two programs employed the subsonic A-4 Skyhawk and the supersonic F-5 Tiger II, as well as the Mach 2.4-capable USAF F-106 Delta Dart, which mimicked the MiG-21.[11] Over the course of the air war, between 3 April 1965[12] and 8 January 1973, each side would ultimately claim favorable kill ratios. Two MiG-21s were shot down by U.S. Air Force B-52 Stratofortress tail gunners; the only confirmed air-to-air kills made by the B-52. The first aerial victory occurred on 18 December 1972, downed by tail gunner SSgt Samuel Turner, who was awarded the Silver Star for his feat.[13] The second air to air kill took place on December 24, 1972, when A1C Albert E. Moore downed a MiG-21 over the Thai Nguyen railroad yards, both actions occurred during Operation Linebacker II (also known as the Christmas Bombings).[14] The biggest threat to North Vietnam during the war, had always been the Strategic Air Command's B-52 Stratofortress. Hanoi's MiG-17 and MiG-19 interceptors could not deal with those bombers at the altitude that they flew in. In the summer of 1972, the NVAF was directed to train twelve MiG-21 pilots for the specific mission of attacking and shooting down B-52 bombers; with two thirds of those pilots specifically trained in the night attack.[15] On 26 December 1972, just two days after Tail gunner Albert Moore downed his MiG-21, a VPAF (North Vietnamese Air Force) MiG-21MF (number 5121)[16] from the 921st Fighter Regiment, flown by Major Phạm Tuân over Hanoi, North Vietnam was responsible for the first claimed aerial combat kill of a USAF B-52 Stratofortress in aviation history.[17] The Stratofortress had been circling above Hanoi at over 30,000 feet during Operation Linebacker II, when MAJ Tuan launched two Atoll missiles from 2 kilometres, destroying one of the bombers flying in the three plane formation.[1][17] On 28 December 1972, another MiG-21 from the 921st FR, this time flown by Vu Xuan Thieu, was guided by ground control towards a flight of B-52s. Thieu closed in on one bomber, but apparently was too close, realizing that he might not get another shot at a B-52, he fired a missile, causing one of the bombers within the formation to explode. Due to speed and distance, Thieu and his MiG-21 were destroyed by the exploding Stratofortess.[18] Both bomber crews perished, and the USAF claimed that both Stratoforts had been shot down by Surface to Air Missiles.[19] Year-by-Year Kill Claims involving MiG-21s [1]
US sources often cite lower numbers admitted to be lost in air-to-air combat, often because pilots seemed to feel that being brought down by a SAM was less "embarrassing" than losing in a dogfight.[1] [edit] Arab-Israeli conflictsThe MiG-21 was also used extensively in the Middle East conflicts of the 1960s, 1970s and 1980s by the air forces of Egypt, Syria and Iraq. The MiG-21 first encountered Israeli Mirage IIICs on 14 November 1964, but it wasn't until 14 July 1966 that the first MiG-21 was shot down.[citation needed] Another six Syrian MiG-21s were shot down by Israeli Mirages on 7 April 1967.[citation needed] The MiG-21 would also face F-4 Phantom IIs and A-4 Skyhawks, but was later outclassed by the more modern F-15 Eagle and F-16 Fighting Falcon, which were acquired by Israel beginning in the mid-1970s. During the opening attacks of the 1967 Six Day War, the Israeli Air Force struck Arab air forces in four attack waves. In the first wave, IDF aircraft claimed to have destroyed eight Egyptian aircraft in air-to-air combat, of which seven were MiG-21s; Egypt claims ten Israeli aircraft destroyed, four or five of which were scored by MiG-21PFs. During the second wave the Israelis claimed four MiG-21s downed in air-to-air combat, and the third wave resulted in two Syrian and one Iraqi MiG-21s claimed destroyed in the air. The fourth wave destroyed some more Syrian MiG-21s on the ground. Overall, the Egyptians lost around 100 out of about 110 MiG-21s they had, almost all on the ground; the Syrians lost 35 of 60 MiG-21F-13s and MiG-21PFs in the air and on the ground.[1]
Between the end of the Six Day War and the start of the War of Attrition, IDF Mirage fighters had six confirmed kills of Egyptian MiG-21s, in exchange for Egyptian MiG-21s scoring two confirmed and three probable kills against Israeli aircraft. During the War of Attrition itself, the Israelis claimed 56 confirmed kills against Egyptian MiG-21s, while Egyptian MiG-21s claimed fourteen confirmed and twelve probable kills against IDF aircraft. During this same time period, from the end of the Six Day War to the end of the War of Attrition, the Israelis claimed a total of 25 Syrian MiG-21s destroyed; the Syrians claimed three confirmed and four probable kills of Israel aircraft.[1]. High losses to IDF aircraft and continuous bombing during the War of Attrition caused the Egyptians to ask the Soviet Union for help. In June 1970, Soviet pilots and SAM crews arrived with their equipment. On 22 June 1970, a Soviet pilot flying a MiG-21MF shot down an Israeli A-4E. After some more successful intercepts by Soviet pilots and another Israeli A-4 being shot down on July 25, the Israelis decided to plan an ambush in response. On July 30 Israeli F-4s lured Soviet MiG-21s into an area where they were ambushed by Mirages. Asher Smir, flying a Mirage IIICJ, destroyed a Soviet MiG-21; Avihu Ben-Nun and Avie Stella, both piloting F-4Es, each got a kill, and an unidentified pilot in another Mirage scored the fourth kill against the Soviet-flown MiG-21s. Three Soviet pilots were killed and the Soviets were alarmed by the losses. However, Soviet MiG-21 pilots and SAM crews destroyed a total of 21 Israeli aircraft, which helped to convince the Israelis to sign a ceasefire agreement.[1] In September 1973 a large air battle erupted between the Syrians and the Israelis; the Israelis claimed a total of twelve Syrian MiG-21s destroyed, while the Syrians claimed eight kills scored by MiG-21s and admitted five losses; most historians now estimate three Israeli and twelve Syrian losses.[1] During the Yom Kippur War in the Air Battle of El Mansoura, Israel launched a large scale raid with over 100 aircraft – F-4s and A-4s – attempting to hit the huge air base at el-Mansourah[dubious ] . It culminated in an almost continuous dogfight lasting no less than 53 minutes. According to Egyptian estimates over 180 aircraft were involved at one time, the majority belonging to the Israelis[dubious ] . At 10:00pm local time Cairo Radio broadcast “Communiqué Number 39”, announcing that there had been several air battles that day over a number of Egyptian airfields, that most intensive being over the northern Delta area. It also claimed that fifteen enemy aircraft had been downed by Egyptian fighters for the loss of three Egyptian aircraft, while an even greater number of Israelis had been shot down by the Army and the Air Defense Forces over Sinai and the Suez Canal. For its part, Israel Radio claimed, early the following morning, that the IDF had shot down fifteen Egyptian aircraft, a figure subsequently reduced to seven. Following a more detailed analysis after the war had ended, the EAF actually increased its original claims and now asserts that the results of the el-Mansourah air battle were as follows: seventeen Israeli aircraft were shot down for the loss of six MiGs. Of the EAF aircraft lost, three were shot down by the enemy, two crashed because they ran out of fuel before their pilots could return to base and a third blew up after flying through the debris of an exploding Phantom which it had just shot down. {[21] For the whole war on the Egyptian front, the Israelis claimed a total of 73 kills of Egyptian MiG-21s, against 27 kills of Israeli aircraft claimed by Egyptian MiG-21s, plus eight probables.[1] On the Syrian front of the war, 6 October 1973 saw a flight of Syrian MiG-21MFs shoot down an IDF A-4E and a Mirage IIICJ while losing three of their own to Israeli IAI Neshers. On 7 October, Syrian MiG-21MFs downed two Israeli F-4Es, three Mirage IIICJs and an A-4E while losing two of their MiGs to Neshers and one to an F-4E, plus two to friendly SAM fire. Iraqi MiG-21PFs also operated on this front, and on that same day destroyed two A-4Es while losing one MiG. On 8 October 1973 Syrian MiG-21PFMs downed three F-4Es, but six of their MiG-21s were lost. By the end of the war, Syrian MiG-21s claimed a total of 30 confirmed kills against Israeli aircraft; 29 MiG-21s were claimed as destroyed by the IDF.[1] Between the end of the Yom Kippur War and the start of the 1982 Lebanon War, the Israelis had received modern F-15s and F-16s, which were far superior to the old Syrian MiG-21MFs. According to the IDF, these new planes accounted for the destruction of 24 Syrian MiG-21s over this time period, though the Syrians did claim five kills against IDF aircraft with their MiG-21s armed with outdated K-13 missiles.[1] The 1982 Lebanon War started on 6 June 1982, and in the course of that war the IDF claimed to have destroyed about 45 Syrian MiG-21MFs. The Syrians claimed two confirmed and fifteen probable kills of Israeli aircraft.[1] [edit] Other Middle East conflictsEgypt would be shipped some American Sidewinder missiles, and these were fitted to their MiG-21s and successfully used in combat against Libyan MiG-23s during the brief Libyan-Egyptian War of July 1977.
MiG-21s were used by the Yemeni Air Force in ground attack role during Yemen's fight with Shi'a rebels in the north. On October 2, 2009 the rebels announced that they shot down a Yemen Air Force MiG-21 fighter jet in the al-Sha'af district in northern Yemen.[22] A senior Yemeni military official has denied the claim and said the plane ran into a mountain peak because of a technical fault. Contradicting state media, another Yemeni military commander told the AFP news agency that the aircraft had been "flying at low attitude" when it was hit.[23] [edit] IndiaThe Indian Air Force has been one of the largest users of the MiG-21 since its initial employment of the plane in the Indo-Pakistani war of 1965 and later Indo-Pakistani War of 1971. That war witnessed the first supersonic air combat in the subcontinent when an Indian MiG-21FLs shot down a PAF F-104 Starfighter with its GSh-23 twin barrelled 23mm cannon.[24], thereafter it shot down 3 more F-104 starfighers & one MIG-19 before the war ended. It was also used as late as 1999 in the Kargil War in which one Indian Air Force MiG-21 was shot down by a Pakistani hand-held "Stinger" Surface to air missile.[25] The MiG-21's last known kill took place in 1999 during the Atlantique Incident when two MiG-21 aircraft of the Indian Air Force Intercepted and shot down a Breguet Atlantique reconnaissance aircraft of the Pakistani Navy with R-60MK (AA-8 Aphid).
[edit] Former Yugoslavia   As Yugoslavia had drastically improved relations with the Soviet Union during the 60s, in September 1962 Yugoslav Air Force received first MiG-21F-13 fighters (in Yugoslav military designated as L-12). In the period from 1962 to the early 80s Yugoslavia had bought about 216 MiG-21 aircraft in 9 variants – MiG-21F-13 Fishbed-C (L-12), MiG-21U-400 and U-600 Mongol-A (L-12 and NL-12M), MiG-21PFM Fishbed-F (L-14), MiG21US Mongol-B (NL-14), MiG-21R Fishbed-H (L-14i), MiG-21M Fishbed-J (L-15), MiG-21MF Fishbed-J (L-15M), MiG-21UM Mongol-B (NL-16) and MiG-21bis Fishbed-N and Fishbed-L (L-17 and L-17K). From 1964 to 1992, about 80 aircraft had been lost in accidents.[citation needed] Yugoslav Air force units that operated MiG-21 were 204th fighter-aviation regiment at Batajnica Air Base (126th, 127th and 128th fighter-aviation squadrons), 117th fighter-aviation regiment at Željava Air Base (124th and 125th fighter-aviation squadron and 352nd recon squadron), 83rd fighter-aviation regiment at Slatina Air Base (123rd and 130th fighter aviation squadron), 185th fighter-bomber-aviation squadron (129th fighter-aviation squadron) at Pula and 129th training center at Batajnica air base. During the early stages of the 1991–1995 Yugoslav wars the Yugoslav People's Army used MiG-21s in a ground-attack role, while Croatian and Slovenian forces did not have air forces at the beginning of the war. Aircraft from air bases in Slovenia, Croatia and Bosnia and Herzegovina were relocated to air bases in Serbia, so MiG-21s left Željava and Pula air bases. Detailed records show at least seven MiGs were shot down by AA defenses in Croatia and Bosnia[27]. A MiG-21 piloted by Emir Šišić shot down a EU helicopter that had entered Croatian aerospace with full knowledge of the Yugoslav flight control (but neglected YFC warnings)[28]. Croatia acquired three MiG-21s in 1992 through defections by Croatian pilots serving with the JNA, two of which were lost in subsequent actions – one to Serbian air defenses, the other in a friendly fire accident[29]. In 1993, Croatia purchased about 40 MiG-21s in violation of arms embargo[29], but only about 20 of these entered service, while the rest were used for spare parts[29]. Croatia used them alongside the sole remaining defector for ground attack missions in operations Flash (during which one was lost[29]) and Storm. The only air to air action for Croatian MiGs was an attempt by two of them to intercept J-22 Oraos of Republika Srpska Air Force on ground attack mission on 7 August 1995. After some maneuvering both sides disengaged without having fired a single bullet[29]. All the Yugoslav MiG-21s which have evacuated to Serbia after 1992 have continued their service in the "new" FR Yugoslav Air Force. During the 1999 NATO attack on FRY, Yugoslav Air Force lost 33 MiG-21s[27] on the ground. [edit] AfricaDuring the Cold War MiG-21s were supplied to many sub-Saharan African nations by the Soviets. The Cubans also flew their MiG-21s in some of the conflicts. One of the more notable uses of MiG-21s in combat occurred during the Angolan Civil War in the hands of the People's Air and Air Defence Force of Angola. Cuban Air Force pilots also flew MiG-21s over Angola during the war. MiG-21s were used as fighter-bombers and most losses were due to ground fire. However, both Angolan and Cuban MiG-21s often had encounters with South African Air Force Mirages. On 6 November 1981 Major Johann Rankin, flying a Mirage F.1CZ, scored the SAAF's first kill since the Korean War, downing the MiG-21MF of Lt. Danacio Valdez. On 5 October 1982, a SAAF Mirage IIICZ damaged a MiG-21MF with cannon fire, but the MiG managed to return to base safely.[1] During the Ogaden War of 1977–78, American-supplied Ethiopian F-5As flown by Israeli pilots met Somalian MiG-21MFs in combat several times. In one lopsided incident, two F-5As engaged four MiG-21MFs that were armed only with bombs. The Israeli pilots destroyed two and then watched with amazement as the two remaining MiG-21s collided with each other.[1] The Israeli-flown Ethiopian F-5As claimed ten Somali MiG-21MFs; in return, Somali MiG-21MFs claimed four Ethiopian MiG-21MFs, one Canberra bomber and three DC-3s.[1] Ironically, Ethiopia also received MiG-21s which were initially flown by Cuban pilots. The Cuban-flown MiG-21s were used to bomb Somali forces in the final Ethiopian counter-attack.[1] MiG-21s, along with its Chinese copy (the F-7), flew ground sorties during the First and Second Congo Wars, sometimes being piloted by mercenaries. Ethiopia has had a number of armed conflicts with Eritrea following the latter's independence from the former. Both countries have received advanced fighters - the Ethiopians got Su-27 fighters from Russia, while the Eritreans received MiG-29s from Ukraine. On 26 February 1999, an Eritrean MiG-29UB destroyed two Ethiopian MiG-21s that were bombing Eritrean positions, but the MiG-29 was then attacked by an Ethiopian Su-27 and was lost.[1]. On 18 May 2000, another Eritrean MiG-29 downed one Ethiopian MiG-21 and damaged another, before getting shot down in turn by another Ethiopian Su-27.[1] [edit] RomaniaBeginning in 1993, Russia did not offer spare parts for the MiG-23 and MiG-29 for the Romanian Air Force. Initially, this was the context for the modernization of the Romanian MiG-21's with Elbit systems, and because it was easier for the Romanians to maintain these fighter jets. 110 MiG-21's were modernized under the LanceR designation. Today, only 48 LanceRs are operational for the RoAF. It can use both Western and Eastern armament such as the R-60M, R-73, Magic 2, or Python III missiles. They will be replaced in 2012 when new fighter jets will arrive, such as the F-16, F/A-18, Eurofighter Typhoon or Gripen. [edit] Known MiG-21 acesSeveral pilots have attained ace status (five or more aerial victories/kills) while flying the MiG-21. Of the pilots known to have achieved the title of "Ace" during aerial combat with the MiG-21, the most successful was Nguyễn Văn Cốc of the North Vietnamese Air Force, who scored 9 solo kills[30]. Twelve other VPAF (also referred to as the NVAF) pilots were credited with five or more aerial victories while flying the MiG-21: Phạm Thanh Ngân[1], Nguyễn Hồng Nhị and Mai Văn Cường (each 8 kills); Đặng Ngọc Ngự[1] (7 kills), Vũ Ngọc Đỉnh[1], Nguyễn Ngọc Độ[1], Nguyễn Nhật Chiêu[1], Lê Thanh Đạo[1], Nguyễn Đăng Kỉnh[1], Nguyễn Đức Soát[1], and Nguyễn Tiến Sâm[1] (6 kills each), and Nguyễn Văn Nghĩa[1] (5 kills). Col. Vadim Petrovich Shchbakov according to the 18th Report of the US government's "Task Force Russia", achieved ace status with 6 kills in the Vietnam War while serving as a pilot instructor.[31] Additionally, three Syrian pilots are known to have attained ace status while flying the MiG-21. Syrian airmen: M. Mansour[32] recorded five solo kills (with one additional probable), B. Hamshu[32] scored five solo kills, and A. el-Gar[32] tallied four solo and one shared kill, all three during the 1973–1974 engagements against Israel. Due to the incomplete nature of available records, there are several pilots who have un-confirmed aerial victories (probable kills), which when confirmed would award them "Ace" Status: S. A. Razak[33] of the Iraqi Air Force with 4 known kills scored during the Iran-Iraq War (until 1991; sometimes referred to as the Persian Gulf War), A. Wafai[34] of the Egyptian Air Force with 4 known kills against Israel. For specific information on kills scored by and against MiG-21s sorted by country see the Mikoyan-Gurevich MiG-21 operators page. Known Losses of MiG-21s (accidents or combat) [edit] Variants(All information in this section adapted from "MiG-21" by Yefim Gordon & Keith Dexter, ISBN 978 1 85780 257 3.')  
Notes to table: * ADF = Automatic direction finder; an asterisk by the name means there is no DME module present. ** = An asterisk by the name indicates a rangefinding-only unit. [edit] Upgrade Programs
[edit] Foreign-built variants
Chinese-built variants of the MiG-21 are designated Chengdu J-7 and F-7 (for export). Only the initial version of the J-7 was a copy of a MiG-21 variant, namely the MiG-21F-13. Though an agreement had been reached between China and the USSR for licence production of the MiG-21 in China, political relations soured between the two countries, causing Soviet assistance to stop. This forced the Chinese to reverse-engineer parts of the handful of MiG-21F-13s supplied from the USSR, in order to make up for blueprints and documentation that had not yet been shipped over from the USSR at the time of the political rift. All subsequent development of the J-7 was indigenous to China and different from Soviet-made versions.[1]
Between 1962 and 1972 the MiG-21F-13 version was manufactured under license by Aero Vodochody, in Czechoslovakia. Aero Vodochody (then Středočeské strojírny, n.p.), built a total of 194 planes during this period, under the cover designation article Z-159. It followed the MiG-15 and MiG-19S built in Vodochody factory from the fifties to sixties. The sole locally-built version of the MiG-21F-13 differed externally from the Soviet-built examples by the solid dural sheet fairing behind the cockpit canopy, as opposed to the transparent one on the original Soviet MiGs. These machines were built for the Czechoslovak Air Force and also for export. The R13-300 engines were imported from the Soviet Union.
The production of the MiG-21s in India under license by Hindustan 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 and nicknamed Trishul ("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 R11F2S-300 powerplant leaving the assembly line on 2 January 1969. In 1971 HAL production was switched to an improved version of the MiG-21M (izdeliye 96), which was designated Type 88 by HAL; as this variant was produced exclusively in India, no izdeliye designation is applicable. The first Type 88 MiG-21M was delivered 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. 75 were built in 1977 from CKD kits, and a further 220 were built from scratch by 1984[1]. Despite a series of crashes during the 1990s, the Indian 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 2025. [edit] OperatorsMain article: MiG-21 Operators      [edit] Current operatorsThis list does not include operators of Chinese copies / licensed manufactured versions known as the Chengdu J-7.
[edit] Former operators
[edit] Civil operatorsSome aircraft are now owned and flown by private collectors as warbirds. There are even importers in the U.S. that purchase MiG-21s, MiG-15s and MiG-17s from Russia and other states and sell them to civilians for around $45,000. [edit] Specifications (Mikoyan-Gurevich MiG-21F-13)Data from [1] General characteristics
Performance
Armament [edit] Specifications (Mikoyan-Gurevich MiG-21PFM)Data from [1] General characteristics
Performance
Armament
[edit] Specifications (Mikoyan-Gurevich MiG-21bis)Data from [1] General characteristics
Performance
Armament
[edit] Specifications (Mikoyan-Gurevich MiG-21-93)Data from [1] General characteristics
Performance
Armament
[edit] See also
Related development Comparable aircraft
Related lists [edit] References
[edit] Bibliography
[edit] External links
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