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Further Reading

Vikram (Valor) MiG-21bis / Trishul (Trident) Mig-21FL/U

Over the years, a large number of MiG-21 variants has been in service with the Soviet Air Force. The MiG-21 bis version was designed in the early 70s and was flown for the first time in 1976. The fighter was developed on the basis of experience gained from the earlier variants and has good transonic and supersonic handling characteristics, high rate of climb, small size and high max take off weight. The MiG-21 bis is the last of the series of MiG 21s and is a true all weather, multi-role fighter. It was inducted into the Indian Air Force in the early 1980s. Since then, it has been the mainstay of the IAF.

In 1976, the "third generation" MiG-21bis, considered the definitive variant of the classic tailed-delta fighter design, was a follow-on the "M" sub-type as a multi-role air superiority/ground attack version. The MiG-21bis assumed the prime air defence mantle and sufficient numbers were acquired in 1976-77 to equip three squadrons (Nos. 15, 21 and 23) formerly operating the Gnat light fighter. With some 580 MiG-21s delivered by HAL and nearly 250 MiG-21s (including the two-seat operational trainers) imported as "fly aways", the type remained an immense asset for the Indian Air Force for over a quarter century. The quantity vs. quality dilemma inevitably faced by most of the world's air forces as a consequence of spiralling costs was mitigated for the IAF by the large scale availability of the MiG-21, which type will surely go down as one of aviation history's all-time classics.

In early 1980s, the Indian Air Force carried out an evaluation of perceived threats and the likely battle scenario of the 1990s which highlighted the inadequacies of MiG Bis, the main stream aircraft of the Air Force. Consequently, the Ministry sanctioned in August 1983 the development of LCA class of aircraft to fill the gap in force level of the Air Force from 1995. The LCA was expected to enter into service in 1995 to replace MiG Bis that were scheduled to be phased out on the expiry of their life of 20 years/2400 hours. The LCA program, however, suffered considerable slippages and the aircraft was not expected to be available for induction before the year 2005. In view of this, extension of total technical life of MiG Bis and its upgradation to enhance its operational capability to desired levels was considered necessary. The Ministry decided to upgrade the existing MiG Bis aircraft rather than outright purchase of a new aircraft keeping in view the high cost of modern fighters and the constraints on the defence budget.

In 1989, Russia indicated that it could upgrade the MiG Bis aircraft with some of the avionics and weapons of MiG-29 aircraft. The preliminary proposal of Russia was received in November 1990 and detailed proposal in August 1991. A joint techno-economic study was carried out in November 1992 and the proposal was found to be comprehensive and cost effective. An intention to nominate Russia as prime contractor was issued in March 1994.

In December 1995, a proposal was submitted to CCPA (Cabinet Committee on Political Affairs) for approval of the upgradation of 125 MiG Bis aircraft with an option to upgrade 50 more aircraft at a total cost of US$ 626 million, equivalent to Rs. 2003 ( 1 US $ = Rs.31.99) crore including weapons, spares, maintenance support and training. Apart from components from Russia, the upgrade package consisted of certain Western and indigenous avionic systems. CCPA approved the proposal in January 1996. The CCPA paper envisaged completion of design and development of two MiG Bis aircraft in Russia by 31 January 1998 and series modification of the remaining 123 aircraft indigenously by HAL by September 2001. Upgradation of the 50 aircraft under option was to be undertaken from 30 September 2001 onwards. MiG Bis upgradation program as approved by CCPA envisaged extension of TTL (Total Technical Life) of the MiG Bis fleet from 20 to 40 years for justifying the cost of upgradation.

The Ministry concluded six contracts in March 1996. Of these, three contracts, viz design and development of aircraft, series upgradation and armament were concluded with a Russian manufacturer and three contracts for avionic systems like INS (Inertial navigation System), CMDS ( Counter measures Dispensing System) and VRS ( Video Recording System) were concluded with Western vendors. Subsequently, the Ministry also concluded contracts with HAL, NAL (National Aerospace Laboratories) and BEL (Bharat Electronics Limited) in 1997 for development of indigenous avionic systems and life extension study.

In March 1996, the upgrade program offered by "MiG" Corporation and SOKOL aviation plant of Nizhniy Novgorod was launched to retrofit 125 MiG-21bis fighters produced under license by the HAL Corporation. This upgrade program allows to improve the fighter performance and equip it with the "Kopyo" multimode radar developed by the "Phasotron" Russian company. This airborne radar makes possible to feasibly enhance the detection range and capability to kill air and ground targets. The upgraded fighter is equipped with advanced avionics of Russian, Indian, French and Israeli design and armed with contemporary "air-to-air" and "air-to-surface" guided weapons. The MiG-21bis upgraded fighter (designated Mig-21UPG) has performance and combat effectiveness on a par with contemporary fighters. In October 2000, for the first time MiG-21UPG made launchings of RVV-AE missiles simultaneously at two air targets which proved the estimated performance and the flight tests carried in Russia were completed after a lapse of one month. At the end of December 2000, the first two upgraded MiG-21UPG fighters complete with documents and airborne equipment were delivered to the Indian side. Thus, the R&D stage was successfully completed and the Indian side will start the upgrading of the MiG-21bis fighters in from the year 2001.

The development of the RWR (Radar Warning Receiver) system was entrusted to ASIEO (Advanced Systems Integration and Evaluation Organisation) at a cost of Rs.10 crore with an objective to develop a compact Advanced Radar Warning Receiver system for fighter aircraft. Two systems were required to be supplied directly to the foreign manufacturer by June 1997 and the remaining 123 systems were to be supplied by BEL to HAL for upgrading the MiG Bis indigenously. A supply order on BEL for the supply of 123 systems including spares was placed in February 1997 at a cost of Rs.133.64 crore including FE of Rs.84.39 crore. As per supply order, the first six systems were to be supplied by March 1998 and the remaining by March 2001 in batches.

MIG aircraft of Indian Air Force have high accident rates. During the five year period from 1996 through 2000 a total of 81 MIG series aircraft had been lost in accidents. Pilot error continues to be one of the major factors in fatal aircraft accidents. Data varies with various studies. In one study pilot error in fatal aircraft accidents dominated the list with 68%. Technical defect accounted for 22.9% of fatal aircraft accidents. Percentage of unresolved fatal accidents was 4.16%. MiG-21 contributed to 50% of all fatal air crashes from April 1996 to May 2001. This is because MiG-21 is the backbone of Indian Air Force fighter flying. Every fighter pilot goes through the MiG-21 flying before they are converted to other types of fighter aircraft.

There had been two mid air collisions in a five-year span involving MiG-21 aircraft from the training Squadrons. This rate is high hence a special attention should be given to collision avoidance during training flights in the traffic pattern where midair collisions occur involving the instructional flights. Avoidance of mid-air collision in VFR primarily depends on the pilots to see and avoid the aircraft. To prevent collisions in the traffic pattern, all the pilots should report their positions and intentions as they approach the airport and turn on to each leg.

Human error (aircrew), bird hit and technical defects have been identified as main causes of these accidents by various Courts of Enquiry. Remedial measures based on the recommendations are instituted after each Court of Enquiry. In addition, measures to enhance the quality of training to improve skill levels, ability to exercise sound judgement and improve situational awareness are constantly being reviewed and implemented. Renewed thrust on acquiring simulators and training aircraft is a step towards improving the quality of the man behind machine. Besides, a total of 125 MIG-21 BIS variant aircraft have been planned for up-gradation. Out of these, two have been upgraded in Russia during the design and development phase, which has been completed recently. It has been planned that the remaining aircraft will be upgraded at HAL' Nasik facility.

The first four MIG-21-93 fighters of the Indian Air Force, modernised with the assistance of Russian specialists, began test flights at the beginning of June 2001. India's Hindustan Aeronautics Ltd. is working to modernise Russian-made aircraft of this type is underway. The modernisation of the second-generation MIGs will make it possible to turn them into multifunctional, multipurpose up-to-date fighters of the fourth generation with wide operational possibilities and high safety of flights. They are being fitted out with repeatedly improved firepower, delivery means and avionics, and their service life is extended till 2010-2015.

According to the existing plans, 125 MIGs which form the basis of India's Air Force will be modernised step by step by the year of 2004. Besides the improved engines of Russian make, French and Israeli avionics is being installed on the fighters. The installation of the Russian multifunctional radar system Kopyo which simultaneously fixes eight targets and picks two most dangerous ones for an attack is the main element of the modernisation. The contract to the tune of 340 million dollars was signed by the two governments back in 1996. Under it, the specialists of the Russian enterprise MAPO-MIG have fully modernised two fighters at the Sokol plant in Nizhni Novgorod.

The MiG-21 aircraft was inducted in the Indian Air Force from the year 1963 to 1976. The indigenised production of MiG-21 Bis aircraft continued till 1989. Taking average life of 35 years, the majority of these aircraft have got considerable residual life left. The average life of MiG-21 in the world is about 3,000 flying hours whereas aircraft in the Indian fleet have flown only 1,600 to 1,700 hours. In March 1995, Russia agreed to upgrade India's MiG-21 aircraft. The older generation aircraft like Hunter and Canberra were, as of that date, used in ancillary roles. Although MiG-21 is an aging aircraft, it remains fully airworthy consequence to regular maintenance checks and servicing procedure. Hence, MiG-21 remained in the Air Force for some more time till it is gradually phased out, after its Total Technical Life is fully exploited.

Indian Air Force lost 102 MiG-21 aircraft over ten years (i.e. from April 01, 1992 to March 31, 2002). In these accidents 39 pilots have been killed and an amount of Rs. 311.99 crores have been lost. Between 1997 - 2000 out of 84 accidents 69 percent involve the MIG series and of which 38 were MIG 21s alone. Human Error (HE), Technical Defect (TD) and Bird Hit (BH) have been identified as the main causes of accidents by various Courts of Inquiry. Remedial measures are instituted on the basis of the recommendations of each Court of Inquiry (COI). Measures are being taken to reduce accidents under all categories, by formulation of Accidents Prevention Programme, Environmental Cleanliness, Bird Hazard control, conduct of studies on HE and TD and interaction with Hindustan Aeronautics Limited/Original Equipment Manufacturers.

An $340 million upgrade program for the MiG-21 was started in 1996. Russia delivered the first two upgraded MiG-21-93 jets to India in December 2000, and the first two upgraded MiGs done in India were shipped to the IAF in May 2001. The upgrade of 125 MiG-21s was slated to be completed by 2005, with the implementation of the program expected to enable the IAF to extend the life of the jets uptil 2015. MIG 21 Bis variant aircraft have been planned for upgrade also.

Experimental examples of the MiG-21UPG tactical fighter, intended for the Indian air force, successfully completed flight test and evaluation trials in 2001. Earlier referred to as the MiG-21-93 and later called the Bison, the UPG is a major upgrade of the long-serving MiG-21bis. This new variant, ordered by the Indian air force, differs from the "bis" in having a modern Phazotron-NfIR Kopyo multimode radar enabling use of state-of-the-art, air-to-air and air-to-surface missiles. Over 120 MiG-21bis could be eventually upgraded to the UPG standard in India under help from RSK MiG, Phazotron-NUR and Sokol aircraft plant of Nizhny Novgorod.

Of the 300-plus Mig 21s, which formed the mainstay fighting force of the IAF, about 125 were being retained and upgraded to the Mig 21Bis category. The platform and engines are same but overhauled, and the onboard avionics and missiles are the latest. By the end of 2007 the IAF had already completed the upgrade process for 100 Mig 21Bis, fitting them with Beyond the Visual Range (BVR) missiles, a new navigation-attack radar and other weapons dramatically improving their capability. The pilot workload is lower and its flight safety record has been very good.

Under number reported to have been released by India's Defence Ministry in March 2006, 54 MiG-21 aircraft were reported to have crashed in the seven years prior.