The saga of MiG-21, once the star of skies

Some aircraft, coming from a pedigreed stable, are born great and some are pushed into greatness. The MiG-21 was both, especially through its long affiliation with the Indian Air Force. Designed by an Armenian, Artem Ivanovich Mikoyan, and a native Russian, Mikhail Isofovich Gurevich (hence the name MiG), flight tests of the final production version were finally completed in August 1958, with the aircraft achieving 2200 kmph, M 2.05 and 20 km/67,900 feet altitude in 8.5 minutes. This aircraft would go on to break several world height and speed records set by the American F-104, especially by Soviet women test pilots.

The arrival of the first IAF MiG-21s at Chandigarh in April 1963 thus set in motion a historic 62-year saga that is seen by many as the golden days of the IAF. What a remarkable coincidence then that the MiG-21 tucks in its wings for the last time exactly 63 years to the month from Suranjan Dass’ first evaluation flight in August 1962.

The MiG-21 catapulted the IAF into the big boys’ club with its air-to-air missiles and afterburning engine, that punched it to M 2.0. Yet, ironically, it would achieve its true calling in subsonic combat. Its ominous-looking nose cone, forward opening canopy, sharply swept delta wings and gleaming natural metal finish were all unique portents of an almost science-fiction machine emerging from a deep dark Soviet secret, and filled its pilots with power and rapture.

With only 10 aircraft and too new to effectively take part in the 1965 war, the MiG-21 was then quickly inducted across the Air Force with about eight squadrons ready by the ’71 war. The MiG-21’s reputation ran well ahead of it as the PAF never attacked any airbase protected by the type in the west. In the east, the MiG-21 shone in a secondary role that was never intended for the supersonic high-altitude interceptor, as pilots rolled inverted into steep dives at night releasing 500-kg bombs on the two Dacca airfields, trapping the PAF on these devastated runways and effectively putting an end to the war within the first three days.

It was the IAF that recovered the combat image of the MiG-21, soiled by poorly trained and equipped Arab air forces, when it became the first Air Force to down two F-104s, the MiG-21’s arch rival.

As more capable versions emerged, it quickly became the most potent and sought after aircraft to fly. Yet, the MiG-21 was not for boys. The cockpit was cramped with dials and switches, shoehorned into the tapering intake centre body. Further, the Siberia-designed cockpit was only slightly air-conditioned, and low-level flights on hot days were sweaty soul-sapping affairs, leading to the classic MiG pilot look — large white sweat patches around the armpits and down the back. Many pilots suffered a long burn mark down their chests from the hot brass zipper that was used on the flying suits of the day. Actual medical trials showed a cockpit temperature of 51°C at low level at midday in the Rajasthan deserts.

The MiG-21 was a nimble aircraft to manoeuvre right down to extremely slow speeds. It also sported an attitude gyro that could not be toppled, allowing full aerobatics at night. On the other hand, it had one of the highest landing speeds of the time, 340 kmph, with very limited over-the-nose view while landing, making for very interesting landings on dark nights, especially without the landing light.

Also, strangely and uniquely, it had no parking brakes. These were minor ‘irritants’ that none of us noticed. Scientists call this ‘good stress’ that elevated our experience and performance. The joy and satisfaction of doing something difficult and doing it well was exhilarating enough. As the saying goes, “You have never flown, until you’ve flown a MiG-21.”

The MiG-21 was also prone to human failings — design dogma, manufacturing and maintenance sloth and yes, very good and bad pilots. Since the first loss on December 21, 1963, more than half the 735 fighters and approximately 80 trainers inducted were lost to accidents. Given dishonourable sobriquets and much maligned by the ill-informed media, I am yet to hear the slightest murmur of under-confidence in pilots even in sacred and safe discussions. One of the main reasons was the need to press the MiG-21 into the fighter lead-in role for young rookie pilots coming directly from slow, simple trainers. But, for the IAF with no other alternative, the mission needed to be accomplished, and it continued to shrink the initial training scope to allow young pilots to fly in a narrow reasonably safe zone.

The MiG-21, once the elite, now became everyone’s fighter and whole generations of fighter pilots cut their teeth on the type and the word ‘MiG’ became synonymous with ‘21’, not the MiG-23, 25, 27 and 29 that followed. It thus became the sweet ‘first’ love of every fighter pilot, a longing that can never be forgotten.

In its upgraded avatar, it remained a credible deterrent.

As the last 600 HAL-built and over 12,000 MiG-21s built by Russia (some Chinese copies are still flying) say their final goodbyes, it brings an end to one of the IAF’s most proud and nostalgic chapters. For all those men and women who gather to bid farewell to their faithful friend that brought them back a thousand times from great danger, the lonely terror of thunderstorms, battle- damaged and wounded from enemy territory, there will be more than a few wet eyes in the house.

Goodbye, my friend, go gently into that good night. You will never be forgotten.

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