Mig 21 fighter plane. Russian aviation. Airplane air system

In terms of the number of serial modifications, the MiG-21 is among the world record holders. All options can be conditionally divided into several generations.

Prototypes E-2, E-50 and E-2A

The E-2, the first of the swept-wing prototypes, took off for the first time on February 14, 1955. The E-50 prototype became the development of the E-2 prototype; in total, three prototype E-50 aircraft were built in 1955-1957. On the E-50, in addition, above the main AM-9E engine, the S-155 LPRE designed by Dushkin was installed, the E-50/1 prototype made its first flight on January 9, 1956. With the advent of the more powerful AM-11 engine, the need for an additional liquid-propellant engine disappeared, and work on the E-50 was stopped. The E-2 prototype flew off only part of the factory test program. The program was completed on a prototype E-2A with an AM-11 engine and an extended nozzle.

Prototypes E-4 and E-5

The design of the E-4 was based on the airframe of the E-2 aircraft, but with a triangular wing with a sweep along the leading edge of 57 °. The first flight of the E-4 was performed on June 16, 1955 in Zhukovsky. The E-4 was followed by the E-5 with the AM-11 engine.

E-5 took off for the first time on January 9, 1956, but already on February 20, the plane was out of order as a result of a fire. Flights resumed after repairs on March 26. Tests have shown that the E-5 prototype is 700 km / h faster than the E-4 prototype.

E-6 (pre-production aircraft)

The prototype E-5 was recommended for adoption by the USSR Air Force. Three pre-production aircraft were designated E-6. They were equipped with improved AM-11 engines, which were designated as R-11F-300, with a thrust of 3880 kgf (with afterburner 5740 kgf).

MiG-21 F ("product 72")

In 1959-1960, a small series of MiG-21s was built by the Gorky Plant No. 21 under the designation MiG-21F. The armament consisted of two 30-mm NR-30 cannons with ammunition for 60 rounds per barrel. The underwing pylons were not mounted.

MiG-21 F-13 ("product 74")

The first mass modification of the MiG-21. The MiG-21F-13 of early construction almost did not differ in appearance from the MiG-21F. In the course of mass production and operation, the fighters were constantly being improved.

MiG-21 F-1 2

A special export version of the MiG-21F-13 fighter designed for Finland.

E-66A At the beginning of 1961, the Mikoyan Design Bureau supplied the first prototype of the MiG-21F-13 (E-6T / 1) with a new R-11F2-300 engine, supplemented by an SZ-20M5A liquid-propellant engine mounted under the fuselage. The aircraft, after revision, received the designation E-66A.

MiG-21 F-13 (Czech)

Czechoslovakia became the only Warsaw Pact country that produced MiG-21F-13 fighters under license. The planes lacked a transparent fixed part of the cockpit canopy - the entire canopy was sewn up with metal.

MiG-21 F-13 (Chinese)

The first MiG-21F-13, designated J-7, took off on January 17, 1967. Serial production of fighters began in June 1967 at three factories at once: in Shenyang, Chengdu and in Zhuizhou.

MiG-21 P

The first aircraft of this modification was the experimental E-7/1, which combined the aerodynamics of the E-6T prototype and the R-11F-300 engine from the MiG-21F-13. By June 1960, a small installation series of these interceptors had been manufactured.

MiG-21 PSh

The aircraft was equipped with a turbojet engine R-11F2-300. Armament - two K-13 missiles with infrared homing heads or two R-5 missiles with radar guidance. Instead of air-to-air missiles, bombs and unguided air-to-surface missiles could be suspended on pylons. On the early MiG-21PF, a container with a braking parachute was placed on the lower surface of the fuselage, on later ones - at the base of the keel. Also on the later MiG-21PF keels with an increased chord were placed.

MiG-21 PShV

The MiG-21PFV modification was a variant of the MiG-21PF interceptor, designed specifically for operation in the hot and humid climate of Southeast Asia.

MiG-21 SOL

Modification of the MiG-21FL was developed specifically for the requirements of the Indian Air Force. These aircraft were built under license by Hindustan Aircraft LTD.

MiG-21 PFM

The interceptor was a further development of the MiG-21PF. The MiG-21PFM did not have built-in small arms, but under the fuselage it was possible to mount a GP-9 cannon container weighing 290 kg with a twin-barreled 23-mm GSh-23L cannon. Such aircraft were designated MiG-21PFM-K. The container was suspended in place of the central ventral pylon.

E-8 (MiG-23)

In 1961, work began on the design of a more efficient interceptor based on the MiG-21 - E-8. The reinforced glider MiG-21PF was taken as a basis. Was made only two prototypes E-8/1 and E-8/2, which received a "public" designation. The E-8 was equipped with a front horizontal tail and improved R-11F (R-21F) engines. The first flight on the first prototype took place on April 17, 1962, the second prototype on July 29, 1962. The loss of the first prototype and engine problems on the E-8/2 led to the closure of the topic.

MiG-21 PD

An experimental version of the aircraft with a short takeoff and landing. In the design bureau, this option was designated E-7PD. The aircraft was an ordinary MiG-21PFM, on which two RD-Zb-55 engines were installed. The first flight of the E-8PD took place on June 16, 1966. Flight tests continued until the end of 1967.

MiG-21 R

Externally, the aircraft was significantly different from the early MiG-21. A fuel tank with a capacity of 340 liters was placed in the gargrotta, and the total fuel supply was increased to 2800 liters. The MiG-21R scouts were equipped with reconnaissance containers, which were suspended under the fuselage, and containers with electronic warfare equipment at the wing tips. Without suspended containers, the MiG-21R was used as a conventional fighter-interceptor.

MiG-21 S

The MiG-21S became the first fighter in the third generation of the MiG-21. The aircraft was developed on the basis of the MiG-21R reconnaissance aircraft. The MiG-21S did not provide for the suspension of reconnaissance containers and containers with electronic warfare equipment.

MiG-21 SM

Further development of the MiG-21S with the more powerful R-13-300 turbojet engine and the GSh-23L cannon semi-recessed into the fuselage with 200 rounds of ammunition.

MiG-21 M

The variant was an export modification of the MiG-21SM. Unlike the "SM", the "M" had a less powerful turbojet engine R-11F2S-300 and a less perfect radio sight. The licensed production of the MiG-21M was mastered by the HAL plant in Na sike, India.

The MiG-21MF was made on the basis of the export MiG-21M to satisfy foreign customers who demanded improvement in the characteristics of the aircraft.

MiG-21 MT

A special version of the MiG-21M with an increased capacity of internal fuel tanks by increasing the volume of the gargrot. The fuel supply in the internal tanks was increased to 3250 liters. Only 15 MiG-21MT aircraft were manufactured, five of them entered service with the Soviet Air Force.

MiG-21 SMT

The MiG-21SMT fighter had the capacity of the internal tanks, like that of the MT, but the tanks were located differently - in a large gargrot, the increase of which negatively affected the maneuverability and controllability of the aircraft.

The aircraft was built to test the ogival wing shape, which was developed for the Tu-144. In the MiG-21I, two MiG-21S aircraft were modified. According to the documentation of the Mikoyan Design Bureau, they passed as "Analog". The first flight of the MiG-21I was performed on April 18, 1968. The first MiG-21I was lost in a plane crash. The second plane flew for several years under various test programs.

MiG-21 bis

The aircraft was designed on the basis of the MiG-21MF airframe, but its design was changed: the steel structures were partially replaced with titanium ones, the cockpit instrumentation was completely updated, and an improved radio sight and instrumental landing system equipment were installed. The aircraft was equipped with a R-25-300 turbojet engine with an improved afterburner system.

MiG-21bis of the Hungarian Air Force, 2000.

MiG-21 bis-ACS

The MiG-21bis-SAU was a further development of the MiG-21bis. The aircraft is equipped with avionics similar to those used on.

MiG-21-93

The aircraft was developed by RSK MiG in the mid-1990s. The avionics and cockpit instrumentation underwent a complete replacement, and an armament control system based on the Kopye multifunctional radar was installed. The range of outboard weapons additionally includes modern medium-range air-to-air missiles RVV-AE, R-27R, R-27T, short-range missile launchers R-73 and corrected aerial bombs KAB-500KR. The first flight of the MiG-21-93 prototype was performed in the fall of 1998.

MiG-21 Sh-13 Cuban Air Force

MiG-21 "Lancer"

Romania became the first country to modernize the entire MiG-21 fleet. The main contractor was the Romanian firm Aerostar, but all the design work for the modernization was carried out by the Israeli firm Elbit. 75 aircraft were upgraded into fighter-bombers, 25 into aircraft optimized for air combat. The prototype aircraft "Lancer A" made its first flight on August 22, 1995. The modernization was carried out without agreement with the Mikoyan Design Bureau and in the absence of field supervision.

MiG-21 U

The prototype of the twin was designated E-BU. The first flight of the MiG-21U took place on October 16, 1960. The dimensions of the twin remained the same as that of the combat MiG-21F-13.

By installing a cockpit for the second pilot, the capacity of the internal fuel tanks was reduced to 2350 liters. The cabins were closed with individual movable lantern segments, which were folded to the side. Cannons with ammunition and a radio sight were not installed on the twin. After the successful completion of the State tests, the aircraft was put into mass production under the designation MiG-21U.

MiG-21 US

With the advent of the second generation MiG-21 - MiG-21PF and MiG-21PFM - it was decided to make a training aircraft based on the interceptor airframe.

The new twin was designated MiG-21US.

MiG-21 UM

MiG-21UM is a training aircraft for training pilots of third-generation MiG-21 fighters (MiG-21SM / M / MF / R).

MiG-21 E (target aircraft)

In the mid-1960s, Mikoyan Design Bureau specialists, together with scientists from the Kazan Aviation Institute, developed unmanned versions of the MiG-21PF and MiG-21PFM fighters. The aircraft were intended to be used as targets. Combat fighters flying out of the assigned resource were converted into unmanned targets.

MiG-21(NATO classification: Fishbed) is a Soviet multi-role fighter developed by the Mikoyan and Gurevich Design Bureau in the mid-1950s. Produced in the USSR from 1959 to 1985. The most massive supersonic aircraft in the world, it is considered one of the best combat aircraft of the Cold War and one of its symbols.

History of the MiG-21

In the mid-1950s, the MiG Design Bureau conducted extensive research as part of the program to create a fighter to replace the MiG-19. 2 concepts were considered, according to which 2 prototypes were created: E-2 with a swept wing and E-4 with a triangular one.

The first, in 1954, took off the E-2. The plane was accelerated to 1,700 km / h. E-2A with a new engine accelerated to 1900 km / h. The E-4 delta wing took off in 1956. Due to lengthy test work and modifications, the aircraft was able to accelerate to 2000 km / h. The developers leaned towards the E-4 with a delta wing, considering that the E-2 was, in fact, a redesigned MiG-19. Further upgrades of the E-4 were brought to the E-6 version, accelerated to 2 MAXs, which eventually became the MiG-21 fighter.

It is worth noting that at that time the concept of maneuverable combat was considered dead and strategists took speed as the main characteristic of a fighter, and missiles were supposed to be the main weapon. It was for this concept that the MiG-21 was created. In the US, they also worked on a high-speed car. became the crown of the speed race. Its straight, but short wing was so thin that among the pilots there was a belief that it was possible to cut oneself on its edges. Indeed, at high speeds the aircraft were good, but at low speeds these aircraft turned out to be almost uncontrollable. Starfighter was initially called a "flying coffin" because of the huge number of disasters.

Airframe MiG-21

The MiG-21 was produced in huge numbers for a long time and has undergone so many modifications that they can be roughly divided into 3 generations.

First generation

• MiG-21F produced in 1959-1960 (83 units). The aircraft had two built-in cannons and two pylons for the suspension of weapons. The R-11F-300 engine at the afterburner gave 5.74 tf of thrust.

• MiG-21F-13 produced in 1960-1965. Now it is possible to suspend R-3S air-to-air missiles on pylons. By removing one cannon, the fuel tank was increased, plus, under the fuselage, it was possible to hang the fuel tank. The R-11F2-300 engine on afterburner gave 6.12 tf of thrust

Second generation

• MiG-21P- was released in a small batch in 1960. For the first time it was equipped with radar and equipment for command control of fighter combat. Based on the concept of high-speed missile combat, the aircraft was devoid of guns, however, this concept was destroyed during the Vietnam War.

• MiG-21PF - modification of the MiG-21P, produced since 1961. Unlike the "P" version, it was equipped with a more powerful R-11F2-300 engine, a locator and a sight.

• MiG-21PFS- modification of the "PF" version, produced in 1961-1965 .. The military wanted the MiG-21 to be easily operated from unpaved airfields. For this, a number of technical solutions were used. The engines with air intake from the compressor have been modified. In the extended position, the air taken from the compressor was supplied to the lower surfaces of the flaps. As a result, the mileage was reduced to 480 m. The aircraft could be equipped with two starting boosters to reduce the take-off run.

• MiG-21FL- export version of MIG-21PF for India. Equipped with simplified equipment and engine. Delivered in 1964-1968. Licensed production was also established in India.

• MiG-21PFM- produced in 1964-1968. The Vietnam War showed that high-speed combat with the exclusive use of missiles did not justify itself. Cannon weapons were returned to the MiG-21PFM. It also became possible to install several types of air-to-air missiles. The onboard equipment has been upgraded.
• MiG-21R- reconnaissance version of the MiG-21. Under the fuselage, on a special streamlined holder, replaceable containers with reconnaissance equipment were installed.

Video of the MiG-21: Video of the demonstration flights of the MiG-21 at the air show in Romania, 2013

Third generation

• MiG-21S- became an aircraft of the "third generation" modification. It started with the new Sapfir-21 radar, which significantly improved its combat characteristics. But most importantly, it allowed the use of new R-3R (K-13R) missiles with a semi-active radar homing head and an increased launch range. This changed the tactics of using the aircraft: if earlier, having launched the RS-2-US radio missile, the pilot was forced to repeat all the target maneuvers in order to guide it with the RP-21 station beam until the moment of defeat, now he only had to "highlight" the target with the help of "Saphira", leaving the rocket to chase the enemy itself. Also, unlike the old models, the new MiG-21 already had 4 pylons for weapons. The new AP-155 autopilot made it possible not only to maintain the position of the vehicle relative to three axes, but also to bring it to horizontal flight from any position with subsequent stabilization of the altitude and course.

• MiG-21SN- a variant of the "C" series, capable of carrying an aviation atomic bomb. Produced since 1965.

• MiG-21SM became a further development of the MiG-21S. It was equipped with a more powerful R-13-300 engine with an afterburner thrust of 6.49 tf.

• MiG-21M was an export modification of the MiG-21S fighter. It also had 4 underwing pylons and the same R-11F2S-300 engine, but the equipment was simplified.

• MiG-21MF- modification of the MiG-21SM for export supplies and, in practice, did not differ from it.
• Moment-21CMT and Moment-21CMT were modifications of the SM and MF fighters with an increased fuel reserve and a more powerful R-13F-300 engine.
• MiG-21bis- the last and most perfect modification of the entire huge family of "twenty-first", produced in the USSR. The main innovation was the R-25-300 engine, which developed an extraordinary afterburner thrust of 7.1 tf. On-board equipment was also upgraded on the plane. The aircraft was produced in the USSR until 1985.

Combat use of the MiG-21

The MiG-21 received the baptism of fire during the Vietnam War. There, his main opponent was the American F-4 Fantom. With its direct competitor F-104 Starfighter MiG-21 never met in battle. Nevertheless, the fighter proved to be excellent in combat. High speed and maneuverability made the MiG-21 a serious problem for the US Air Force. It was at this time that the concept of non-maneuverable missile combat fell through, costing the Americans a large number of aircraft.

In the mid-1960s, the MiG-21 ended up in the arsenals of the Arab states and immediately found itself at the forefront of the Arab-Israeli wars. There, their opponents were fighters and.

In the early 1970s, the MiG-21 of the Indian Air Force took part in the border conflicts of this country with Pakistan. The aircraft again proved to be very effective in the fight against a rather motley Pakistani air force, destroying a large number of aircraft.

During the entire period of service, the MiG-21 managed to participate in many other conflicts, including: the Egyptian-Libyan war, the war in Angola, the Ethiopian-Somali war, the border conflicts of the DPRK and South Korea, the war in Afghanistan, the Iran-Iraq war, the Balkan wars , Asian military companies

In service

In total, 11,496 MiG-21s were produced in the USSR, Czechoslovakia and India. The Czechoslovak copy of the MiG-21 was produced under the name S-106. The Chinese copy of the MiG-21 was produced under the name (for the PLA), and its export version F7 continues to be produced at the present time. As of 2012, about 2,500 J-7 / F-7s were produced in China. The MiG-21 is the most massive jet aircraft in the world - due to the mass production, it was distinguished by a very low cost price: the MiG-21MF, for example, was cheaper than the BMP-1.

At the moment, the MiG-21 is significantly outdated, but it is still in service with a number of states, mainly the countries of the Third World.

The MiG-21 fighter (NATO code - "Fishbed") is designed to combat enemy high-altitude supersonic bombers and tactical fighters. The design of a light front-line fighter-interceptor began at the OKB im. A.I. Mikoyan since 1953. Having worked on a number of experimental aircraft (E-4, E-5, E-6) the aerodynamic scheme with a delta wing, in 1959 a new fighter was launched into a series, called the MiG-21F. The first production aircraft were produced in 1959. During the production process, the aircraft was modified several times. In total, more than 30 modifications were created, supplied to 49 countries. At present, the Russian Air Force has been withdrawn from service, but aircraft of the latest modifications form the basis of fighter aviation in a number of countries.

A large number of modifications have been created on the basis of the MiG-21 aircraft:
E-6- aircraft prototype.

MiG-21 F- serial daytime front-line fighter with cannon armament. The aircraft is equipped with a TRDF R-11F-300 engine. The armament consisted of two 30 mm HP-30 cannons, 57 mm NAR in two UB-16-57U underwing units. To combat ground targets, two NAR ARS-240 of 240 mm caliber or two bombs of 50-500 kg caliber were used.

MiG-21 F-13- day fighter. Equipped with the following equipment: SRD-5M Kvant radio range finder, ASP-5ND collimator sight, ARK-10 automatic radio compass, R-802V radio station (RSIU-5V), Sirena-2 radar irradiation alarm system, rescue system with protective flashlight "SK" (makes it possible to safely leave the plane at minimum altitudes and speeds up to 1100 km / h). Instead of a landing light, an AFA-39 reconnaissance camera can be mounted. Armed with one HP-30 cannon (30 rounds). two blocks UB-16-57U or UB-32-57U with NAR S-5 (57 mm) or two NAR S-24, two bombs of 50-500 kg caliber. It can be equipped with two UR R-ZS sTGS (range of launch ranges 1-7 km). Was in service with the USSR Air Force, and was also supplied to the countries of the Warsaw Pact, Cuba, Egypt, India, Syria and Finland. Serially built in China under the designation J-7.

MiG-21 U- training aircraft. Designed for the initial training of flight personnel for the use of combat vehicles of the MiG-21 series. It is a two-seat version of the MiG-21 F-13 fighter. The first flight of the aircraft took place on October 17, 1960. The R-11F-300 engine with a capacity of 56.3 kN / 5740 kgf was installed on the MiG-21. The aircraft is armed with a large-caliber machine gun A-12.7.

MiG-21 P- pre-production all-weather fighter. The TsD-ZOT radio sight was installed. command guidance equipment "Lazur" and autopilot KAP-1. It had a chassis with oversized wheels.

MiG-21 PF- serial all-weather fighter. The engine is installed TRDF R-11F2-300, radio sight RP-21 "Sapphire", collimator sight PKI-1. Cannon armament is missing.

MiG-21 UTI- training fighter.

MiG-21 FL- modification of the MiG-21 PF with an increased capacity of fuel tanks, pre-production.

MiG-21 PFM- front-line multipurpose fighter for operation from unpaved airfields. Development of the MiG-21 FL, serial. Equipped with more powerful avionics and weapons, as well as a boundary layer blowing system (SPS) from the flap. An enlarged keel, an upgraded RP-21M radio sight, a PKI optical sight, and a Chrom-Nickel radar identification system were installed. Carrying weapons: GSh-23 double-barreled cannon in the GP-9 container on the ventral suspension unit; four UR K-13 or P-ЗС with TGS, RS-2US (K-5), as well as UR X-66 (air-to-ground class) could be mounted on the underwing unit.

MiG-21 R- tactical scout. Equipped with interchangeable containers located on the ventral harness with AFA, television and other aerial reconnaissance means. Armament was installed: two UR K-13, blocks NAR UB-16 and UB-32, NAR S-24.

MiG-21 S- front-line all-weather fighter. Equipped with RP-22S radio sight, ASP-PF collimator sight, Lazur-M anti-jamming communication line. providing interaction with the ground-based automated control system "Air-1", and the AP-155 autopilot. Carrying weapons: GSh-23 double-barreled cannon in the GP-9 container on the ventral suspension unit (later built-in - GSh-23L); four UR K-13 or R-ЗС with TGS, RS-2US (K-5), as well as UR X-66 (air-to-ground class) could be suspended on the underwing nodes,

MiG-21 PD- an experimental aircraft for testing a shortened take-off and landing with a combined power plant (cruise TRDF R-11F2-300 and two lifting turbojet engines RD-36-35) and fixed landing gear.

MiG-21 US- a training front-line fighter. Equipped with a turbojet engine R-11F2S-300. autopilot KAP-2 (1966). Armed with UR R-3 with TGS, NAR of 57 and 240 mm caliber, free-fall practical and combat bombs of various types on two underwing nodes of the external suspension.

MiG-21 "Analog"- an experimental aircraft for testing the ogival wing.

MiG-21SM- front-line all-weather fighter. Designed to destroy air targets day and night in simple and difficult weather conditions. The aircraft can hit ground targets in visual visibility with unguided aerial missiles of 57 and 240 mm caliber, aerial bombardment weapons weighing up to 500 kg, and cannon armament. The MiG-21 SM was developed in 1968 with significantly expanded combat capabilities. Its main differences from the previous modifications: in the lower part of the fuselage on the carriage there is a built-in twin GSh-23L cannon with 200 rounds of ammunition; 2 additional pylons are installed under the wing, on which it is possible to suspend up to four guided missiles RS-2US, R-ZS, R-ZS, R-ZR, R-55, R-60, R-60M, as well as NAR caliber 57 and 240 mm and free-fall bombs of various types weighing up to 500 kg (maximum payload weight up to 1300 kg); the R-11F2S-300 engine was replaced by the R-13-300 with a thrust of 6490 kgf on afterburner. The fighter is equipped with a S-21 "Sapphire-21" radio sight and an ASP-PFD optical sight.

MiG-21 M- export version of the front-line all-weather fighter MiG-21 SM. It is equipped with a less advanced R-11F2S-300 engine, an RP-21MA radio sight and an ASP-PFD optical sight. Equipped with a built-in 23 mm cannon. Four UR RS-2US (1970) could be suspended on the external suspension nodes.

MiG-21 MF- an improved version of the MiG-21 SM. The R-13-300 engine is installed. It could carry up to six R-60 melee missiles.

MiG-21 MT- front-line all-weather fighter. The capacity of the overhead tank has been significantly increased, due to which the total volume of fuel in the internal tanks has increased to 3250 liters.

MiG-21 SMT- a front-line all-weather fighter with an increased capacity of internal fuel tanks up to 2950 liters.

MiG-21 UM- training front-line fighter with modernized avionics, engine R-11F2S-300. Installed ejection seats KM-1M. Armed with UR R-3 with TGS, NAR of 57 and 240 mm caliber, free-falling practical and combat bombs of various types on two underwing nodes of the external suspension. It is possible to install two starting solid-fuel accelerators SPRD-99 23.6 kN / 2300 kgf.

MiG-21 bis- front-line all-weather fighter. Designed to destroy air targets day and night, in simple and difficult weather conditions, as well as for striking ground targets with unguided weapons in visual visibility. The MiG-21 bis aircraft became one of the last serial modifications of the MiG-21 family aircraft.

The fighter was created in 1971, serially built in 1972-1974. (2030 aircraft were produced), was supplied to the USSR Air Force and to foreign countries (there was an export version of the aircraft). Compared to the MiG-21 fighters of previous modifications, the MiG-21bis has a modernized wing, integrated fuel tanks, a new engine, improved on-board equipment, and a significantly increased range of on-board weapons. In terms of its radar signature, the aircraft is comparable to the F-16 fighter.

The MiG-21 bis is equipped with a R-25-300 turbojet engine with a thrust of 69.6 kN / 7100 kgf (in emergency afterburner mode 97.1 kN / 9900 kgf). It is also possible to install SPRD-99 starting solid-propellant boosters. The increase in engine thrust made it possible to improve the climb rate and angular rates of turns of the aircraft.

The onboard equipment of the MiG-21 bis practically does not differ from the onboard equipment of the MiG-21 SM and includes; radio sight S-21; ASP-PFD optical sight; PNK Polet-OI, which includes an automatic control system SVU-23ESN, a short-range navigation and landing system RSBSN-5S and an antenna-feeder system (Pion-N); anti-jamming communication line "Lazur", providing interaction with the ground-based automated control system "Air-1"; ejection seat KM-1 or KM-IM, air pressure receiver PVD-18.

The set of weapons includes: built-in cannon GSH-23L (23 mm caliber, 200 rounds of ammunition); up to four UR K-1ZM, RS-2US, R-ZS, R-ZR, R-60, R-60M, as well as NAR of 57 and 240 mm caliber and free-fall bombs of various types weighing up to 500 kg (maximum payload up to 1300 kg). Suspension of containers with guns, AFA, electronic reconnaissance equipment is possible. Together with the installation of a new R-60 missile instead of the R-3S, improved maneuverability turned the MiG-21 bis into an aircraft capable of seriously competing with the new generation F-16 in climb rate, speeds and turning radii, which is of decisive importance in short-range air battles.

It is in service with the air forces of the CIS countries and many other states. Serial production is discontinued. It was used by Syrian aircraft in combat in Lebanon (1979-1983).

MiG-21 I (MiG-21-93) - designed to destroy air targets day and night, in simple and difficult weather conditions, as well as to destroy ground targets with unguided and guided weapons in any conditions.

Work on a new modification of the aircraft began in 1989. Without changing the design of the airframe and the power plant, only by equipping it with modern electronic equipment, it was possible to achieve a multiple increase in combat effectiveness compared to the latest modification of the MiG-21 bis.

The aircraft is being developed on the basis of the MiG-21 MF or MiG-21 bis with R-25-300 engines. Installation of starting solid-propellant accelerators SPRD-99 is possible.

The cockpit of the fighter is made taking into account the latest achievements in ergonomics. Canopy with integral visor, which significantly improves visibility in the front hemisphere.

The aircraft is equipped with a multifunctional onboard small-sized pulse-Doppler radar "Kopye". which allows detecting and covertly tracking in automatic mode air targets, including those flying at low altitudes above the ground or water surface (the detection range of a typical air target on a head-on course is up to 57 km, "in pursuit" - up to 25-30 km. bridge - 100 km. sea target such as a boat - 30 km). In addition, it allows you to simultaneously track up to eight targets in the review mode and highlight the two most dangerous; to provide target designation attack and target destruction by missiles with radar and thermal homing heads (provides simultaneous launch of two missiles at two different targets), as well as a cannon; carry out high-speed vertical search and automatic capture of visually visible targets in close air combat using improved missile systems with increased maneuverability; generate a uniform-scale map with high resolution, upscaling and "freezing" the image.

The equipment includes: an onboard digital computer, a helmet-mounted target designation system, an information display system, a new weapon control system, inertial heading and directional equipment, a digital air signal system, RSBN. new cockpit equipment, power supply, control and registration system.

Equipping the MiG-21-93 with modern on-board equipment and weapons increases its combat effectiveness to the level of the fourth generation fighters of the Mirage 2000 and F-16 type.

The armament of the aircraft includes: two medium-range air-to-air missiles R-27 or four R-77, four short-range missiles R-73E or six R-60M, two PRLR Kh-25MP or one Kh-31A, or X- 35, two guided laser-guided bombs KAB-500KR, NAR S-5, S-8, S-13 and S-24, free-fall bombs weighing 100-500 kg and a built-in GSh-23L cannon (23 mm caliber, 200 rounds ammunition) ). Suspension of containers with cannons, AFA, electronic reconnaissance equipment is possible. To protect against air-to-air missiles and portable air defense missile systems of the "Stinger" type with IR seeker, 120 BVP-21 jamming blocks (IR traps) were installed, which are placed along the wing at its interface with the fuselage.

The basic aircraft is a cantilever monoplane with a triangular mid-wing of low aspect ratio and swept tail. The sweep of the wing along the leading edge is 57 °, the tail unit is 60 °. For improved directional stability, the aircraft has a ventral keel. There is a brake parachute container under the rudder. The first models used a cockpit canopy that opened forward and upward, and also separated during the ejection along with the seat, protecting the pilot from the impact of the oncoming stream. The ejection system provides for escaping the aircraft at speeds up to 1100 km / h.

The use of a perfect aerodynamic design, a frontal air intake in combination with a high thrust-to-weight ratio and strength, as well as the elimination of engine shutdown when launching missiles and firing a cannon, the presence of a vibration damping system provided the aircraft with high stability and control characteristics, including at low speeds and during flights with gliding, and built a reputation as the world's best light fighter.

The aircraft is equipped with an R-11F-Z00s engine with a thrust of 3880 kgf. The fuel system consists of n fuselage rubber-fabric tanks and four wing caissons with a total capacity of 2,470 liters. The aircraft has a tricycle landing gear. The brakes are pneumatic. The hydraulic system is formed by two independent circuits. Frontal air intake with automatic smooth adjustment.

The MiG-21 aircraft of the first modifications were day fighters intended for use in good weather conditions (there was no radio sight). The equipment includes SRD-5 (MiG-21 F) or SRD-5M "Kvant" (MiG-21F-13) radio range finder. collimator sight ASP-SND or ASP-5ND (MiG-21F-13), automatic radio compass ARK-10, radio station R-802V (RSIU-5V), radiation alarm system of the Sirena-2 radar. Instead of a landing light, the AFA-39 reconnaissance camera can be mounted on the MiG-21 F-13.

The armament of the aircraft includes 2 NR-30 cannons (30 mm caliber, 60 rounds of ammunition, MiG-21, MiG-21F) or one NR-30 cannon (30 rounds of ammunition, MiG-21 F-13), two UB-16- 57U or UB-32-57U with NAR S-5 (caliber 57 mm) or two NAR S-24, two bombs weighing 50-500 kg. The MiG-21 F-13 is equipped with two UR R-ZS with TGS (the range of launch ranges is 1-7 km).

The MiG-21 is one of the most popular aircraft in the world. It was serially produced for 28 years (from 1959 to 1986), 10,154 vehicles were built, supplied to dozens of countries. A small number of aircraft are in service with the US Air Force ("Aggressor" squadron). Under Soviet license, these aircraft are built in India and China (the Chinese version of the MiG-21 F-13 is called the J-7).

The MiG-21 aircraft of early modifications were widely used in regional conflicts, in particular in the Arab-Israeli war (1967), the Indo-Pakistani conflict (1971) and the Vietnam war, and were also used during the hostilities in Afghanistan, Angola and in the Persian Gulf region.

PERFORMANCE CHARACTERISTICS of the MiG-21F
Crew, people 1
Speed, km / h;
maximum 2175
maximum at the height of the ground 1100
Practical ceiling, m 19000
Practical range, km 1520
Weight, kg:
normal takeoff 6850
empty plane 4980
Aircraft dimensions, m
wingspan 7,154
length 13.46
height 4.806
Engine, kgf: TRDF R-11F-300 3880/5740

The MiG-21 is a third-generation Soviet lightweight supersonic front-line fighter developed by the Mikoyan and Gurevich Design Bureau (MiG) in the mid-1950s. The first MiG with a delta wing.

MiG-21 - video

The most widespread supersonic aircraft in history, also the most widespread 3rd generation fighter. In the process of mass production, it was repeatedly modified in the direction of improving flight performance and developing functional capabilities (training, interceptor, reconnaissance). Used in many armed conflicts.

Development of

The design, construction, testing and development of the MiG-21 was supervised by A.G. Brunov, initially having the status of deputy chief designer. Since March 1957, according to the order of the Minister of Aviation Industry of the USSR P.V. Dementyev, Anatoly Brunov was appointed chief designer for fighter aircraft; in this capacity, he continued to lead the development of the MiG-21 and its modifications.

When designing the aircraft, it was envisaged that the era of close maneuvering battles is becoming a thing of the past and the main type of air combat will be the approach of aircraft at high speed and the defeat of the target from the first salvo of missiles or cannons. According to the same concept, the planes of the potential enemy were created - the F-104 of the American company Lockheed and the French Mirage-3C.

The first in the family of MiG-21 aircraft was to be the E-1 with a swept wing, but its development was discontinued due to the low characteristics of the AM-5 engine. The first prototype was the E-2 aircraft, equipped with the AM-9B turbojet engine, with a swept wing (57 ° along the leading edge), which, in principle, did not differ much from the MiG-19. But on the plane there was only one engine and a round nose air intake with a central adjustable cone, by moving which it was possible to regulate the amount of air entering the engine. The construction of the prototype was completed in December 1954 and the E-2 was sent to LII, where its first flight took place on February 14, 1955. The prototype aircraft reached a speed of 1,700 km / h, while an unpleasant feature of the large sweep wing was discovered - at high angles of attack, the aircraft spontaneously lifted its nose until it completely lost its wing bearing properties and fell into a tailspin. To prevent this phenomenon, large aerodynamic ridges were installed on the wing, preventing the air flow from flowing from the root to the tips. A more powerful engine was also installed on the plane, as a result of which the speed increased to 1900 km / h. Nevertheless, the design bureau was working on a prototype with a delta wing under the designation E-4. The new wing retained a 57 ° sweep along the leading edge and provided the vehicle with good maneuverability. The fuselage and tail assembly were similar to those of the E-2. The first flight of the car took place on June 16, 1955.

The aircraft also underwent a number of improvements: they reduced the span of the ailerons, at the same time increasing the angles of their deflection, changed the angle of the transverse V stabilizer, removed two large ridges, replacing them with three small partitions on top of each plane. The wingspan was reduced by 600 mm. The aircraft acquired the features of the MiG-21 known to us. Simultaneously with the tests and refinements of the E-4, a second prototype with a delta wing (E-5) is being built for the promising AM-11 engine.

At the same time, a small batch of 15 machines (indexed E-2A) with a swept wing, designed to install the AM-11 engine, was built for comprehensive comparative tests (delta and swept wing). The fuselage of the E-2A was a hybrid of the E-2 and E-5 designs. The wing was similar in type to the wing on the E-2, but without automatic slats and with large partitions. The first flight of the E-2A took place on February 17, 1956.

The E-5 (unlike the E-4), in addition to the AM-11 engine, was equipped with a wing with shortened wingtips and three partitions on each console. Improvements were made to the design of the tail, the fuselage, and a third brake flap was also installed. The first flight of the E-5 took place on January 9, 1956, and it was launched in a small series (10 aircraft) at the plant in Tbilisi.

Comparative tests of the E-2A and E-5 turned out to be in favor of the latter, so the delta wing concept was further developed, for which another experimental aircraft was built, which received the E-6 index. The Tumansky Design Bureau created a new version of the AM-11 engine (later the engine was renamed RD-11, then R-11) - R-11F-300 with an afterburner. In 1958, three E-6s were built, and the first flight of the new machine took place on May 20. The last of the three aircraft was the prototype of the production MiG-21. In addition to the power plant, it was distinguished by improved aerodynamics of the nose of the fuselage, a downward-displaced stabilizer, an enlarged keel, a single ventral ridge, new brake flaps and a reinforced cover of the cockpit canopy. Although the first E-6/1 was lost in the crash, the remaining two vehicles were able to successfully complete the test program. Moreover, the E-6/3, equipped with the R-11F-300 turbojet engine with increased thrust, set a number of records. On the modified aircraft, designated E-66, test pilot Georgy Mosolov set an absolute speed record at a distance of 15/25 km - 2388 km / h on October 31, 1959, and on October 16, 1960, a speed record was set at a distance of 100 km - 2146 km / h.

Design

It should be noted that in the process of mass production, the machine was constantly improved, the design and composition of the equipment changed. Also, many different modifications were developed and built, which have a significant difference from the base MiG-21F, and even more so from the E-6 prototype.

The aircraft is built according to a midplane configuration with a delta wing and an all-turning controlled swept stabilizer. The aircraft has an all-metal design, made using aluminum alloys D16, B-25, M25T4, AK-4-1 and magnesium alloy VM-65-1. In highly loaded zones and nodes, the steel ZOKHGSA and ZOKHGSNA were used. An engine is installed in the aft fuselage, and an air channel passes through the fuselage.

Glider

The fuselage is a cigar-shaped body of oval cross-section with cut front and rear ends. For installation, removal and inspection of the engine during routine maintenance, there is an operational connector dividing the fuselage into the nose and tail sections. The transverse power set of the nose of the fuselage consists of 28 (29?) Frames, of which frames No. 2, 6, 11, 13, 16, 16A, 20, 22, 25 and 28 are power frames. The longitudinal set is composed of spars and beams with a small number of stringers, which is compensated by the use of sheathing with significant thicknesses. Assembly of the fuselage nose - panel.

The transverse set of the tail section is 13 frames, of which frames No. 34, 35A and 36 are power, and the longitudinal set is made up of stringers.

The fuselage has two front brake flaps with a deflection angle of 25 ° and one rear one with a deflection angle of 40 °. In the aft fuselage there is a niche for a braking parachute released at the moment the main wheels touch the ground. Anti-surge automatic flaps are located on both sides of the fuselage between frames 2 and 3, and between frames 9 and 10 - engine feed flaps that opened on the ground and during takeoff. Between frames 2 and 6 in the upper part of the fuselage there is a compartment for radio equipment and electrical equipment. The lower panel of the compartment serves as a niche for installing and retracting the front landing gear.

Wing

The wing is triangular in plan (with trimmed tips) made of symmetrical TsAGI-S-9S profiles with a relative thickness of 5% and consists of two single-spar consoles with front and rear stringer walls. The transverse "V" is −2 degrees. Each console contains two fuel tanks (in the bow and middle parts) and a power set of ribs and stringers. On the wing there are ailerons with a total area of ​​0.88 m2, and to improve takeoff and landing characteristics - flaps with a sliding axis of rotation with a total area of ​​1.87 m2 and a total deflection angle of 24 ° 30 ′. Aerodynamic ridges with a height of 7% of the local wing chord improve longitudinal stability at high angles of attack (initially, three ridges, starting with the MiG-21F - one on each plane). In addition to the fuel compartments, there were oxygen cylinders in the wing roots. The consoles are also equipped with landing lights and armament suspension assemblies. The consoles are attached to the fuselage at five points.

The horizontal tail with a sweep of 55 degrees and a movable area of ​​3.94 m2 is drawn from symmetrical NASA-6A profiles with a relative thickness of 6%. Each half of the stabilizer is attached to a steel circular beam. The stabilizer beams rotate in angular thrust bearings mounted on frame 35A and needle bearings mounted on frame 36 on both sides of the fuselage. The vertical tail with a sweep of 60 °, consisting of a keel and rudder, is assembled from C-11s profiles with a relative thickness of 6%. A ventral ridge is installed at the bottom of the fuselage to increase directional stability.

Chassis

Chassis - tricycle with nose wheel. The chassis track is 2.692 m, the base is 4.87 m. The front strut with a KT-38 wheel (on later aircraft modifications - KT-102) with a tire size of 500 × 180 mm, retracts against the flow into the nose niche of the fuselage. The main supports with wheels KT-82M (on later modifications of KT-90D) with a tire size of 660 × 200 mm are retracted into the wing niche (a strut with a shock absorber and a hydraulic cylinder) and the fuselage, between frames No. 16 - No. 20 (wheels), while the wheels unfold relative to the racks at 87 °. The landing gear retraction and release is carried out by the hydraulic system, the emergency release - by the emergency air system. All chassis wheels are brake wheels. The wheel brakes of the main struts are disc brakes, the front brake is a two-chamber drum. Front wheel steering from the directional pedals.

Aircraft pressurized cabin

It is located between frames No. 6 and No. 11, under which there is a battery compartment. Air enters the cockpit from the engine compressor through pipelines through an electric valve - an air distributor to the cockpit supply cock, from which it is directed to the manifolds for blowing the lifting part of the canopy and the pilot's legs. The hot air taken from the engine is cooled in an air-to-air cooler, then in a turbo-cooler. The air temperature in the cabin is maintained by the TRTVK-45M thermostat.

A drop-shaped, streamlined lantern consists of a front part that opens on the ground and is dropped in flight if necessary for ejection, a sealed glazed partition and a leaky rear glazed part, mounted on the fuselage behind the seat. The front glass of the cockpit canopy is made of silicate glass 14.5 mm thick, and the main glass is heat-resistant organic grade ST-1, 10 mm thick. Directly under the windshield was a fixed screen - bulletproof glass from 62-mm triplex. The screen protects the pilot from direct hit of shells and shrapnel, in addition, during ejection, the rollers of the flashlight roll across the screen, and in the event of an emergency reset of the flashlight, it protects the pilot from the oncoming air flow. The opening of the lantern (lifting) and closing (lowering) occur relative to the axis of the two front hinge locks by means of the exit or removal of the rods of the two air cylinders. In case of emergency dropping of the lantern (from a shutter or autonomous dropping handle), its toss is made from the lantern lifting cylinders with an air pressure of 110-130 kg / cm2, while the lantern rotates relative to the time delay locks.

Starting with the modification of the MiG-21FM, the lantern was of a simplified design and opened by mechanical force sideways (to the right), an emergency discharge was made by squibs.

The lantern was supplied with a liquid anti-icing system that washed the windshield. A five-liter tank with alcohol was located in the forward fuselage coque.

The pilot's outfit included a VKK-3M high-altitude compensating suit with a GSh-4M pressure helmet and a KKO-3 oxygen equipment set.

Inside, the cockpit, dashboard and consoles are painted in emerald green, the night flight illumination of the cockpit is red.

Power point

The R11F-300 turbojet engine (later modifications were fitted with the R11F2S-300, R13F-300 or R-25-300 turbojet engine) is a twin-shaft engine with an axial six-stage compressor, with a tubular combustion chamber and an afterburner, installed inside the rear of the fuselage between frames No. 22 - No. 28. The engine is cranked up at start-up by an electric starter-generator. The aircraft is equipped with the PURT-1F engine control mechanism, which provides control from the “stop” position to the full afterburner mode by moving one lever in the cockpit (throttle control). In the front part of the air intake there is a movable cone of the air intake control system UVD-2M made of radio-transparent material, which has three fixed positions (for the M range less than 1.5, the cone is removed, with M from 1.5 to 1.9 - in an intermediate position, and with M more than 1.9 - maximally advanced). The air channel of the engine in front of the cabin is divided into two parts and bends around it, and behind the cabin both parts merge into one common channel. Fuel (T-1, T-2 or TS). To reliably start the engine in the air, the aircraft is equipped with an oxygen make-up system, designed for five attempts to start in the air. To protect the aircraft structure and engine assemblies from overheating, the engine compartment and afterburner are blown with air coming in flight from the air intake duct through the air-to-air cooler windows; when the engine is running on the ground, from the surrounding atmosphere through valves in the engine area, which are opened due to vacuum. created by the ejection of a gas jet.

Fuel system

The plane had 12 fuel tanks (some of them had 13, an extra tank in the gargrotto). Between frames No. 11 and 28 are containers of seven soft (integrated fuselage fuel tanks are used on the MiG-21bis) fuel tanks: from frame 11 to frame 13 - tank number 1, from frame 13 to frame 16 - tank number 2, between frames 14 and 16 - the second additional tank; between frames 16 and 20 - tank number 3, consisting of upper and lower parts, between frames 20 and 22 - tank number 4; between frames 22 and 25 - tank No. 5, between frames 25 and 28 - tank No. 6. Tanks No. 5 and No. 6 consist of two interconnected parts. The total capacity of the fuel system without an external tank is 2160 liters, with an external tank - 2650 liters. The fuel system includes transfer fuel pumps and booster pumps, pipelines with valves, a fuel tank drainage system and a system for pressurizing them with air from the engine compressor (with safety and non-return valves), designed to generate fuel from the tanks and ensure stable operation of the pumps when flying on large heights. In order to maintain the required alignment in flight, the fuel is produced in a certain sequence using special and float valves.

The aircraft has a gasoline engine start system with a 4.5 liter gas tank located inside tank No. 4. The system is designed to start the engine on the ground and in the air, and is designed for 8-10 starts. Refueling with gasoline B-70 is carried out through the filler neck on the tank, draining through a special valve on the pipeline. When starting, gasoline is supplied to the engine by an electric pump PNR-10-9M. On aircraft with the R11F2S-300 engine and later, gasoline is not used as a starting fuel.

Refueling of the tanks with fuel is carried out by gravity through the filler necks located on tanks No. 2 and No. 4 (on newer modifications, all refueling was carried out through the neck of the tank No. 7). Tanks 2, 1, 3 and wing compartments are filled through the filler neck of the 2nd tank, tanks 4, 5 and 6 are filled through the filler neck of tank No. 4. The filling time for all tanks (without the outboard one) is 10 minutes. The fuel is drained from all tanks (except for the outboard one) through the valve on the fuel supply line to the engine, while the pumps of the I, II, III groups of tanks and the pumps of the wing compartments must be switched on. The draining time for fully filled tanks is 7 minutes.

Emergency escape system

"SK" consists of a hinged part of the canopy, when the cockpit is opened up and forward, and an ejection seat from the MiG-19. The chair consists of the following main parts: a frame with a cup, a headrest, footrests, seat belts, a leg gripper system, body armor, a firing mechanism, a locking system, an AD-3 assault rifle with a spring mechanism, a stabilizing flap mechanism, a seat height adjustment mechanism and a locking mechanism safety belts. The joint ORK-2 connector is installed on the left handrail of the seat. The seat is mounted on guide rails, which allows it to be adjusted vertically. When ejected, the seat slides along the guide rails. For sequential actuation of the chair mechanisms and dropping the lamp there is a lock with the lamp by means of a cable. Bailouts can be done from a curtain or from levers mounted on the seat rails. When ejecting from the curtain of the chair, the flashlight is first dropped, then the firing mechanism is unlocked with the help of a cable. Unlocking occurs when the lantern is separated from the fuselage at a distance of 1.5 m. Ejection is possible with a previously dropped lantern from the autonomous dropping handle of the lantern or, in case of failure of the pyrosystem, using a redundant system of opening the locks. The main type of bailout is curtain bailout. Operation revealed the low reliability of the "SK" system and the impossibility of rescuing the pilot during ejection from the ground, therefore, in the future, a more reliable KM-1 seat was installed.

Parachute braking system

Designed to shorten the length of the aircraft landing. The braking parachute control system is designed to eject it when the aircraft lands at the moment the wheels of the main struts touch the ground. During the filling of the parachute with air, a moment is created to lower the front wheel. The braking parachute, packed in a special easily removable container, is installed in the niche of the tail section of the fuselage between frames No. 30 and No. 32, on the left side of the flight. Attachment of the container with a parachute - at four points: on two pins and two easily detachable locks. The PT-21 parachute with an area of ​​16 m2 is put into a container, covered with special aprons and installed on the aircraft before the flight. The parachute cable is laid in a groove located at the bottom of the fuselage, on the ridge. The end of the cable is put on the hook of the lock.

Aircraft control system

Consists of control of the stabilizer, ailerons, rudder and brake flaps. The stabilizer and ailerons are driven from the control handle, the rudder - from the foot pedals, using rigid tubular rods, intermediate levers and rockers. In the stabilizer control system, a BU-51M booster is installed, which transmits movement simultaneously to both halves of the all-turning stabilizer (then an irreversible BU-210B hydraulic booster was installed), and in the aileron control system - two BU-45A boosters, which operate in an irreversible scheme and fully perceive the articulated moments arising from aerodynamic forces on the controls. Spring loading mechanisms are used to simulate the forces on the control handle. On the plane, in the longitudinal control channel, an automatic gear adjustment automatic control unit AGU-ZV (MV) is installed, depending on the altitude and flight speed. In addition, the stabilizer control system has a “trim effect” mechanism MP-100M, which acts as an aerodynamic trimmer, removing efforts from the control stick in the desired direction. In the aileron control system, in the event of a complete loss of pressure (or in case of failures) in r / s, the boosters can be emergency shutdown by transferring the roll control to mechanical. Steering is done from the directional pedals, by means of tubular rods, rockers and levers.

Aircraft hydraulic system

Consists of two separate systems: main and booster. The main hydraulic system is designed to retract and extend the landing gear, flaps, brake flaps; to control the engine nozzle flaps, anti-surge flaps of the air intake, the control mechanism for the nose landing gear and the pedal loading mechanism, the automatic wheel braking cylinder when the landing gear is retracted and the retractable air intake cone. The main hydraulic system is also a backup for the BU-45 boosters for aileron control in the event of a booster hydraulic system failure and ensures the operation of one chamber of the BU-51 stabilizer double-chamber (two-channel) booster.

The booster hydraulic system is designed to ensure the operation of the BU-45 aileron boosters and one stabilizer booster chamber. The stabilizer control system has a BU-51M double-chamber booster, which operates simultaneously from both hydraulic systems.

Each of the hydraulic systems is serviced by its own variable displacement hydraulic pump of the NP-34M type with a working pressure of 210 kg / cm2, installed on the engine, and two hydraulic accumulators are also installed in each system. AMG-10 oil for both g / systems is located in a common hydraulic tank with a partition. There is an NP-27T electric pumping station for the booster g / s reserve in case of engine failure.

Airplane air system

Consists of main and emergency, with a pressure of 110-130 atm. The main one is designed for braking the wheels of the chassis, reloading the cannons, closing the fuel shut-off valve, lifting and sealing the canopy, controlling the flaps and dropping the braking parachute, as well as turning on the anti-icing system. The emergency air system carries out emergency landing gear and emergency braking of the wheels of the main landing gear. The upper cavities of the main landing gear are used as pneumatic cylinders. The cylinders are charged only from a ground source.

Fire protection system

Consists of an ionization fire alarm IS-2M; 2-liter cylinder 20C-2-1C with a pyro cartridge inserted into its head-shutter; a distribution steel manifold with 1.7 mm holes on frame No. 22, an electrical system that notifies the pilot about the presence of a fire source and activates the fire-fighting equipment. The system is designed to extinguish a fire in the engine compartment only.

Electrical equipment

The primary network of the aircraft for 27 volts DC is powered from the GSR-ST-12000VT-2I starter-generator, two silver-zinc batteries 15-SCS-45A are used as a reserve. Alternating current on the aircraft is generated by electric machine converters for 115 V, 400 Hz - PO-1500VT2I and PO-750A, and converters PT-500Ts and PT-125Ts, which convert direct current into three-phase alternating voltage of 36 V and a frequency of 400 Hz.

Instrumentation and radio-electronic equipment

The course system of the KSI fighter, the artificial horizon AGD-1, EUP-53, KUS-2500, M-2.5K, VD-28K, VAR-300K, UVPD-20, etc. Air pressure receiver type PVD-7 (or PVD-18 -5M). System of emergency registration of flight parameters SARPP-12.

Interphone type SPU-7, VHF radio station R-802V (RSIU-5V), marker radio MRP-56P, automatic radio compass ARK-10, radio altimeter of low altitudes RV-UM, stations SOD-57M, SRZO-2 ("Chrome - Nickel "), SRO-2 and radiation warning station Sirena-2 (Sirena-3M).

The aiming electronic equipment contains an automatic airplane sight ASP-5N (ND), coupled with the SRD-5 (SRD-5M) Kvant radio range finder and the VRD-1 computer. Infrared sight SIV-52.

Later, the ASP-PF-21 optical sight and the RP-21 radio sight were installed. The antenna of the radio range finder (radio sight) was installed in the air intake cone.

Initially, the plane did not have an autopilot, then they began to install KAP-1 (KAP-2, KAP-3, AP-155 and even SAU-23ESN). The autopilot actuators are the RAU-107A "sliding traction" type electromechanics.

Aircraft armament

It included a built-in cannon (or two) HP-30 (then GSh-23L) of 30 (23) mm caliber, as well as missile and bomb weapons suspended on the BDZ-58-21 beam holders. In addition, the suspension of two UB-16-57 blocks was allowed, into which 16 ARS-57M-type projectiles were loaded; two ARS-212 or ARS-240; two free-fall bombs or incendiary tanks. In the future, K-13 missiles were used, which were located on the APU-28 launchers. A cannon container GP-9 (with a GSh-23 cannon) was also developed, suspended in the center under the fuselage.

For aerial reconnaissance, the fighter could be equipped with an AFA-39 camera.

On some modifications, it was allowed to install two starting solid-fuel accelerators SPRD-99 with a thrust of 2300 kgf each.

Production

Serially produced in the USSR from 1959 to 1985. Serial counterparts of the MiG-21 aircraft were produced in Czechoslovakia, India and China.

It is the most widely used military aircraft in the history of aviation. In total, 11,496 MiG-21s were produced in the USSR, Czechoslovakia and India. The Czechoslovak copy of the MiG-21 was produced under the name S-106. The Chinese copy of the MiG-21 was produced under the name J-7 (for the PLA), and its export version F7 was discontinued in 2017, as was the double, JJ-7. As of 2012, about 2,500 J-7 / F-7s were produced in China.

Due to the mass production, the aircraft was distinguished by a very low cost: the MiG-21MF, for example, was cheaper than the BMP-1.

Modifications

Second generation

MiG-21F(type 72) (1959) - front-line fighter. Armament: two built-in 30-mm NR-30 cannons and two underwing pylons for hanging blocks of unguided S-5 missiles (16 missiles in each block), S-24 missiles, bombs or incendiary tanks. R-11F-300 engine, thrust without afterburner - 3880 kgf, afterburner - 5740 kgf. There was no radar. Produced in 1959-1960 at the Gorky aircraft plant. A total of 83 were built.

MiG-21F-13(type 74) (1960) - front-line fighter. Now it is possible to suspend guided air-to-air missiles K-13 (R-3S) on underwing pylons. One of the cannons was removed, which increased the fuel supply by 140 liters. In addition, the aircraft could carry an outboard fuel tank under the fuselage on the central pylon. R-11F2-300 engine, thrust without afterburner - 3950 kgf, afterburner - 6120 kgf. There was no radar. Produced from 1960 to 1965 at the Gorky and Moscow aircraft factories.
On a lightweight model of this modification called the E-66, equipped with a combined power plant (in addition to the R-11F2-300, an SZ-20M5A LPRE was installed), in 1960 a speed record was set on a closed 100 km route; the average speed of 2149 km / h was reached, and in some sections 2499 km / h. And on April 28, 1961, an absolute altitude record of 34714 m was set.

MiG-21P(1960) - Experienced all-weather interceptor fighter; equipped with radar TsD-30T and command guidance equipment "Lazur", which allows the aircraft to interact with the automated control system of fighter aircraft "Vozdukh-1". The R-11F-300 engine (as on the MiG-21F), the ASP-5NDN sight. The second cannon was also removed from this modification. The armament consisted of only two K-13 (R-3S) guided missiles (at that time the opinion prevailed that missiles could completely replace cannons (the American Phantom also received a cannon only in 1967); the Vietnam War showed the erroneousness of this decision). Instead of K-13 missiles, bombs and unguided rockets could be suspended on pylons. By June 1960, a small installation series of MiG-21P interceptors had been manufactured. However, this was the end of its construction, and the next modification - PF - went into mass production.

MiG-21PF(type 76) (1961) - all-weather interceptor; equipped with command guidance equipment "Lazur", which allows the aircraft to interact with the automated control system of fighter aircraft "Air-1". It differed from the previous modification by the more powerful R-11F2-300 engine (as on the MiG-21F-13), the new TsD-30TP (RP-21) radar, and the GZh-1 sight. Serially produced since 1961 at the Gorky and Moscow aircraft factories.

MiG-21PFS(product 94) (MiG-21PF (SPS)) (1963) - a sub-version of the MiG-21PF. The letter "C" means "blowing off the boundary layer" (SPS). The military wanted the MiG-21 to be easily operated from unpaved airfields. For this, a system for blowing the boundary layer from the flaps was developed. For this system, the engines, called R-11-F2S-300, with air intake from the compressor, were modified. In the extended position, the air taken from the compressor was supplied to the lower surfaces of the flaps, which dramatically improved the takeoff and landing characteristics of the aircraft. The use of the ATP made it possible to reduce the run length to an average of 480 m, and the landing speed to 240 km / h. The aircraft could be equipped with two SPRD-99 launch boosters to reduce the takeoff run. All these innovations were installed on all subsequent modifications. Aircraft "PF" and "PFS" were produced in 1961-1965.

MiG-21FL(type 77) (1964) - export modification of the MIG-21PF for India. Simplified radio-electronic equipment; instead of the RP-21 radar, the R-2L was installed. Instead of the R-11F2-300 engine, the R-11F-300 was installed, as on the early version of the MiG-21P. Produced in 1964-1968 at the Gorky and Moscow aircraft factories. Delivered to India since 1964, disassembled. A number of MiG-21FLs ended up in the Soviet Air Force. Also produced in India under license.

(product 94) (1964). The disadvantage of the PF / PPS modifications was the lack of cannon armament (although at that time it was erroneously considered obsolete). Therefore, the new modification provided for the possibility of suspension of the GP-9 cannon container with a double-barreled 23-mm GSh-23L cannon on the central pylon. The Indian MiG-21FLs were also modified for the installation of GP-9 containers. It also turned out that in some situations, radar-guided missiles are preferable to thermal ones, for example, in cloudy or foggy conditions. Therefore, along with the R-3S (K-13) missiles, the PFM aircraft was able to carry the RS-2US (K-5MS) missiles with a radar guidance system; for this, the onboard radar was slightly modified, which received the designation RP-21M in this modification. Later, the radar sights on the MiG-21PFS were modified to the RP-21M. Among other improvements: the interrogator-responder SRZO-2M "Chrom-Nickel" (ed. 023M), a mirror for viewing the rear hemisphere (periscope), a new ejection seat KM-1M, an infrared sighting device "Samotsvet", a new sight ASP-PF coupled with radar and infrared sight, etc. Serial production of the MiG-21PFM for the Soviet Air Force was carried out at plant number 21 in Gorky from 1964 to 1965. At the Moscow plant "Znamya Truda" this modification was built for export from 1966 to 1968.

MiG-21R(ed. 94Р or 03; 1965) - reconnaissance aircraft. Under the fuselage, on a special streamlined holder, replaceable containers with reconnaissance equipment were installed. The containers were in the following variants:

- "D" - for daytime photographic reconnaissance - cameras for perspective shooting 2 x AFA-39, cameras for planned shooting 4 x AFA-39, slit camera AFA-5;
- "N" - for night photo reconnaissance - camera UAFA-47, illuminating photo cartridges 188 pcs.
- "R" - for electronic intelligence - equipment "Rhomb-4A" and "Rhomb-4B", camera AFA-39 for control;
- active jamming station SPS-142 "Lilac";
- equipment for air sampling;
- equipment for relaying audio information in the VHF range.

Flight tests of containers were carried out:

With a TARK or TARK-2 television complex and an information transmission line to a ground point (this option was used in particular in Afghanistan);
- with equipment for round-the-clock reconnaissance "Spire" with illumination of the terrain at night with a laser beam and an information transmission line;
- with infrared reconnaissance equipment "Prostor";
- with aerial cameras for shooting from extremely low heights.

The aircraft were also equipped with electronic warfare equipment at the wingtips. In addition to reconnaissance equipment, the MiG-21R provided for the placement of the same weapons as on the PFM fighter, with the exception of the GP-9 cannon gondola and an external fuel tank on the ventral pylon. All previous modifications had only 2 underwing pylons. The MiG-21R and all subsequent modifications already had 4 pylons. Apparently, this was caused by the need to increase the scout's flight range: it was no longer possible to hang an additional fuel tank on the ventral pylon - reconnaissance equipment was located in its place; if the underwing pylons are occupied with suspended fuel tanks, then there will be nowhere to hang the missiles, and the plane will become completely unarmed. In the struggle to increase the flight range, the fuel supply in the internal tanks was increased and reached 2800 liters, but this was not enough. But with the advent of two additional underwing pylons, the problem was solved. Now the aircraft carried reconnaissance equipment under the fuselage, two outboard fuel tanks of 490 liters each on the underwing pylons, and two more underwing pylons could carry the entire range of weapons, like the previous PFM modification. The MiG-21R was produced at the Gorky aircraft plant number 21 in 1965-1971.

(product 95) (1965) - a new milestone in the development of the MiG-21 was the emergence of a new onboard radar station RP-22, called "Sapphire-21" or abbreviated S-21 (hence the letter "C" in the modification name). The station had better characteristics than RP-21: at the same scanning angles, the detection range of a bomber-type target reached 30 km, and the tracking range increased from 10 to 15 km. But most importantly, it allowed the use of new R-3R (K-13R) missiles with a semi-active radar homing head and an increased launch range. This changed the tactics of using the aircraft: if earlier, having launched the RS-2-US radio missile, the pilot was forced to repeat all the target maneuvers in order to guide it with the RP-21 station beam until the moment of defeat, now he only had to "highlight" the target with the help of "Saphira", leaving the rocket to chase the enemy itself.

Typical weapons of the MiG-21S are 4 guided missiles - two R-3S with an infrared homing head and two R-3R with a radar seeker; plus a GP-9 gondola with a GSh-23 cannon under the fuselage on the central pylon.
The new AP-155 autopilot made it possible not only to maintain the position of the vehicle relative to three axes, but also to bring it to horizontal flight from any position with subsequent stabilization of the altitude and course.
The airborne equipment included the improved targeting equipment "Lazur-M" and a new radiation warning station SPO-10.
The MiG-21S was mass-produced in Gorky in 1965-1968 only for the Soviet Air Force.

Characteristics of the MiG-21S:

Engine type: R-11F2S-300
- Thrust without afterburner 3900 kgf; afterburner 6175 kgf
- Maximum speed at an altitude of 2230 km / h; near the ground 1300 km / h
- Practical ceiling 18,000 meters
- Maximum operational overload 8g

Flight range of the MiG-21S at an altitude of 10 km:
- without outboard fuel tanks - 1240 km
- with one ventral PTB for 490 liters - 1490 km
- with three PTBs for 490 liters - 2100 km

"MiG-21SN" - a variant of the MiG-21S, capable of carrying an atomic bomb RN-25 (later - of other types) on the central ventral pylon. Letter "N" - from the word "carrier". Serially produced since 1965.

MiG-21M(ed. 96A; 1968) - was an export modification of the MiG-21S fighter. It also had 4 underwing pylons and the same R-11F2S-300 engine, but it had a less advanced radio sight than the RP-22S, the RP-21M radio sight, and, accordingly, instead of the R-3R missiles, the older RS-2US was suspended on the plane. However, in one aspect, the MiG-21M was superior to the "C" modification: it was equipped with a GSh-23L cannon built into the fuselage, as well as on the newer MiG-21SM under construction for the Soviet Air Force, which began production in the same 1968 year. (see below). The aircraft was built at the Moscow Znamya Truda plant from 1968 to 1971. In 1971, the license for its production was transferred to India.

(ed. 95M or type 15) (1968) - The MiG-21SM was a further development of the MiG-21S. It was equipped with a more powerful R-13-300 engine, which, moreover, had an increased gas-dynamic stability margin and a wide range of afterburner modes with a smooth change in thrust. Thrust without afterburner - 4070 kgf, afterburner - 6490 kgf. Compared to aircraft of previous modifications, it has better acceleration characteristics and rate of climb. Maximum operating overload increased to 8.5 g.
Previous modifications could carry the GSh-23 double-barreled cannon in the GP-9 suspended container, which was attached to the central pylon. However, in this way, the container occupied a central pylon, on which there could be an outboard fuel tank, bomb or container with reconnaissance equipment. In addition, the Vietnam War clearly showed that a fighter needs a gun not sometimes, in special cases, but always - with every combat sortie. Considering all this, the MiG-21SM received a GSh-23L cannon built into the fuselage with an ammunition load of 200 rounds. With the introduction of the built-in cannon, the ASP-PF optical sight was replaced by the ASP-PFD sight.
Due to the built-in cannon, the fuel supply had to be slightly reduced - to 2650 liters. To compensate for this, a new 800-liter outboard tank was developed, while the distance from it to the ground remained the same. This tank could only be suspended on the central pylon, the underwing tanks could only carry 490-liter tanks.
On four underwing pylons in various combinations, R-3C, R-3R missiles, UB-16-57 or UB-32-57 blocks (the first carry 16, the second - 32 unguided S-5 missiles), unguided S-24 missiles could be suspended , bombs and incendiary tanks with caliber up to 500 kg. The maximum payload mass is 1300 kg. The aircraft can also be equipped with an AFA-39 aerial camera. In addition, the X-66 air-to-ground missile entered service with the MiG-21 in 1968.
The MiG-21SM fighters were built in 1968-1971 only for the Air Force of the Soviet Union by plant number 21 in Gorky.

MiG-21MF(ed. 96A; 1969) - modification of the MiG-21SM for export supplies. The aircraft had the same R-13-300 engine, the same RP-22 "Sapphire-21" radar and the same armament system as the "SM". In fact, MF did not differ much from SM. For the first time, the export modification of the MiG-21 was in no way inferior to its prototype intended for the USSR (although it appeared a year later). Some aircraft of the "MF" modification also ended up in the Soviet armed forces. The MiG-21MF was mass-produced at the Moscow Znamya Truda plant in 1969-1974. In addition, after that, in 1975-1976, 231 fighters of this modification were produced by the Gorky aircraft plant. MiG-21MF was delivered to many countries. During the Iran-Iraq war, he shot down an Iranian F-14 (the United States supplied this newest aircraft to Iran in the last years of Shah's rule). The MiG-21MF was produced in India and China.

MiG-21SMT. Notice the swollen scruff of the plane. There is a fuel tank number 7. By increasing its size, the total capacity of the fuel tanks has been increased.

(ed. 50; 1971) - modification of the SM fighter with an increased fuel reserve and a more powerful R-13F-300 engine. The car was intended for the Soviet Air Force.
The new R-13F-300 engine, in addition to the usual afterburner, had an “emergency afterburner” mode. This made it possible to increase thrust by 1900 kgf in flight near the ground at the speed of sound compared to the R13-300 engine.
The total fuel supply in the internal tanks was increased to 3250 liters. However, due to the increased weight and volume, the aircraft's controllability deteriorated. And although in some situations a larger supply of fuel covered this shortcoming, nevertheless, during the production process, the capacity of the fuel tanks was reduced to 2880 liters - the same as on the next modification of the MiG-21bis. In the literature, especially in the West, MiG-21SMT aircraft with fuel tanks reduced to the level of the MiG-21bis are sometimes mistakenly called "MiG-21ST".
The MiG-21SMT was produced in 1971-1973 at the Gorky aircraft plant. A total of 281 fighters were produced. In the USSR Air Force, they were used not only as fighters, but also as carriers of tactical nuclear weapons. In NATO, the MiG-21SMT received the codename Fishbed-K.

MiG-21MT(ed. 96B; 1971) - an export version of the "SMT" fighter (or we can say that this is a modification of the export "MF", with an increased fuel supply and an R-13F-300 engine). The aircraft began to be produced at the Moscow Znamya Truda plant in 1971, but only 15 copies were built, and even those eventually ended up in the Soviet Air Force.

Third generation

MiG-21bis(product "75" - for the Air Force and Air Defense Aviation of the USSR, "75A" - for socialist countries and "75B" for capitalist and developing countries; 1972) - the last and most perfect modification of the entire huge family of "twenty-first" produced in the USSR ...

The main innovation was the R-25-300 engine, which developed 4100 kgf thrust without afterburner, 6850 kgf with afterburner, and 7100 kgf with emergency afterburner (according to some sources, even 9900 kgf). The afterburner now fires up in a shorter time. The rate of climb of the vehicle has increased by almost 1.6 times.

Since it turned out that too much fuel on the MiG-21SMT (3250 liters) impairs flight performance, the volume of the internal tanks on the MiG-21bis was reduced to 2880 liters. Thus, after a long search, the optimal combination of aircraft aerodynamics and the volume of its fuel system was achieved. The aircraft was also installed: a more advanced Sapfir-21M radar (S-21M or RP-22M), a modified optical sight, which made it possible to remove restrictions when firing from a cannon at high overloads, and a new system for automated monitoring of the state of the aircraft and engine, which reduced the time Maintenance. The service life of the MiG-21bis reached 2100 hours.

The aircraft retained the Lazur-M anti-jamming communication line, which provides interaction with the Vozdukh-1 ground automated control system; ejection seat KM-1M, air pressure receiver PVD-18.

In NATO, these fighters were codenamed Fishbed L.

In the process of production, the MiG-21bis began to be equipped with the Polet-OI flight and navigation complex (PNK), designed to solve short-range navigation and landing approach problems with automatic and director control. The complex includes:

Automatic control system SAU-23ESN, which is a combination of an electronic computing device with command indicators and an autopilot that works out these commands
- short-range navigation and landing system RSBSN-5S
- antenna-feeder system Pion-N

In addition, the complex uses signals from the AGD-1 gyro sensor, the KSI heading system, the DVS-10 airspeed sensor and the DV-30 altitude sensor. Externally, the MiG-21bis with the Polet-OI system was distinguished by two small antennas located under the air intake and above the keel. In Eastern Europe, only the GDR received such fighters. There they received the local designation MiG-21bis-SAU, which meant "MiG-21bis with an automatic control system."

In NATO, the MiG-21bis with the Polet-OI system received the code designation Fishbed-N.

MiG-21bis was produced from 1972 to 1985 at the Gorky aircraft plant number 21; in total, 2013 copies were released. Finland was one of the first to purchase these fighters. The first aircraft were delivered there in 1977, where they replaced the MiG-21F-13 in service. In India, encores were not licensed, but the HAL plant in Nasik assembled about 220 fighters from kits supplied from the Soviet Union. The assembly of the last Indian MiG-21bis was completed in 1987.

In addition to improving the aircraft itself, new missiles continued to appear. In 1973, the R-13M with a thermal homing head appeared, which is a deep modernization of the R-3S, and the R-60 light maneuverable melee missile. Moreover, 2 of the 4 underwing pylons of the MIG-21 could carry a twin suspension with two R-60 missiles. Thus, the total number of guided missiles reached 6. In general, the number of possible weapon combinations was 68 (on fighters of early modifications it was 20). Some of the MiG-21bis aircraft were equipped with equipment for the suspension of a nuclear bomb.

Modernization

(1994) - modernization of serial MiG-21bis for the Indian Air Force, later named MiG-21UPG Bison(first flight on October 3, 1998). RSK "MiG" together with the Nizhny Novgorod Aviation Plant "Sokol" in cooperation with other Russian enterprises (NIIR "Fazotron") developed a program for the modernization of aircraft of the MiG-21 family, which was aimed at expanding the range and modes of use of weapons, which allows them to be successfully operated in Air forces of different countries for a number of years. In terms of combat capabilities, the upgraded MiG-21 aircraft are not inferior to modern fourth-generation fighters. In 1998-2005, the Indian Air Force carried out a deep modernization of 125 MiG-21 fighters. The MiG-21bis fighter received a new weapon control system with a multifunctional radar "Kopyo", a helmet-mounted target designation system, information display equipment based on a modern indicator on the windshield and a multifunctional display. The Kopyo radar, developed by the NIIR Fazotron Corporation, has an increased range. The radar provides the detection and attack of targets (including medium-range missiles) in free space and against the background of the earth, as well as the detection of radar-contrast surface and ground targets. The Kopyo radar is capable of tracking up to 8 targets and provides a simultaneous attack on the two most dangerous of them. The fighter's armament additionally includes RVV-AE, R-27R1, R-27T1 and R-73E guided air-to-air missiles and KAB-500Kr guided bombs. In parallel with the modernization, the service life and service life of the aircraft was extended.

MiG-21PD(1966) - experimental modification with lifting motors. It was intended to study the behavior of an aircraft with combined power plants in takeoff and landing modes. In the fuselage, in addition to the R-13F-300 main engine with a thrust of 6490 kgf, in the area of ​​the aircraft center of mass, two RD-36-35 lifting engines of 2350 kgf each were installed. To accommodate them, the fuselage was lengthened by 900 mm by an insert behind the cockpit, its midsection was increased, and the landing gear struts were fixed. The air to the lifting motors was supplied through the swing flaps that opened during takeoff and landing. The nozzles were slightly tilted. The MiG-21PD took off for the first time on June 16, 1966 under the control of Pyotr Ostapenko, in 1967 the test program was completed by Boris Orlov.

M-21(M-21M) (1967) - highly maneuverable radio-controlled target aircraft.

MiG-21I(1968) - aircraft analogue of the Tu-144 supersonic passenger aircraft. It was intended to study the behavior of tailless and ogival wing aircraft. 2 copies were built. The first was lost on July 26, 1970 (pilot V. Konstantinov died), the second is now an exhibit of the Central Air Force Museum in Monino.

Double training modifications

MiG-21U(1962) - training fighter.

MiG-21US(1966) - a training front-line fighter equipped with an R-11F2S-300 engine.

MiG-21UM(1971) - training front-line fighter with modernized avionics.

Projects

MiG-21LSh(1969) - a project of an attack aircraft that took part in the competition along with the T-8 (the future Su-25).

In 1993, at an aircraft exhibition in Le Bourget, Israel presented a modernized version of the MiG-21 fighter, converted into an attack aircraft for striking sea and ground targets. The aircraft was equipped with new electronic, navigation and sighting equipment, as well as a pilot ejection system, originally developed for the Lavi tactical fighter. The cockpit canopy, which consisted of three parts, was replaced by one-piece glazing. The cost of the modernization program for one aircraft was $ 1-4 million, depending on the equipment installed.

MIG-21-2000(1998) - project of modernization of serial MiG-21bis and MiG-21MF, developed by the Israeli concern "Taasiya Avrit" and the IAI corporation. Provided for the re-equipment of the cabin and the installation of new electronic equipment.

Combat use

Cuba

In 1962, during the Cuban Missile Crisis, the 32nd GIAP consisting of 40 MiG-21F-13 was deployed to Santa Clara to protect Cuban airspace. By the end of September, the air regiment became fully operational and began patrolling. The Soviet MiG-21s had only one meeting with American aircraft; on November 4, a single MiG-21 intercepted a pair of F-104Cs, but they evaded the battle and left Cuban airspace. At the beginning of 1963, Cuban pilots began to be trained on the MiG-21. On April 12, 1963, a Cuban pilot made his first solo flight on the MiG-21. When the personnel of the 32nd regiment left Cuba, all MiG-21s were left to the Cubans.

While defending Cuba's air borders, Cuban MiG-21s shot down several intruder light aircraft and forced many to land. Also, MiGs have become constant participants in the "fishing wars", providing protection for Cuban fisheries.

The first intruder was shot down on February 21, 1968. On that day, a US-owned piston aircraft violated Cuban airspace. During the interception by MiG-21 fighters, the intruder began dangerous maneuvering and was then shot down.

On February 18, 1970, in response to the capture of 14 Cuban fishermen by the Bahamas, a flight of Cuban MiG-21s flew over the capital of this state, Nassau, going supersonic over the city. Only after that were the fishermen released.

On June 10, 1978, a pair of MiG-21s forced the Beechcraft Baron light aircraft from the Tursair private flight school (Opa Locka, USA) to land in Camaguey after it violated the country's airspace. There were three people on board, including pilot Lance Fife and flight school owner Albert Sakolski, who were returning to Miami from Colombia via Aruba.

On February 28, 1980, a private Beechcraft Baron took off from the Tamayami site. On board were the owner of the pilot aircraft Robert Bennett and his friend Walter Clarke, who were going to reach Greater Inagua, in the Bahamas. On the route, the plane had one engine failure, after which it landed on an uninhabited island in the ridge of the Bahamas. After assessing the damage, the pilot took off again on one engine and, avoiding the planned route, crossed the air border of Cuba. Intercepted by MiG-21 fighters and forced to land at Camaguey.

On May 10, 1980, a pair of Cuban MiG-21s sank the HMBS Flamingo patrol boat (displacement 100 tons, armed with one 20-mm gun) of the Bahamian Coast Guard. On that day, Flamingo fired at and towed two Cuban fishing vessels off the island of Cai Santo Domingo. The Cuban sailors managed to report the shelling to their authorities, indicating that they were being attacked by an unknown ship. A pair of MiG-21s flew to the rescue, made several passes over it and performed warning fire. Both fighters returned to the airfield and prepared for a second flight, having equipped NURS units. Without further ado, the MiGs went on the attack and sank the patrol boat, killing four and wounding four more crew members, the rest fled to the arrested ships. Given that the Flamingo was sunk in Bahamian territorial waters, Cuba had to pay compensation for the ship and the families of the dead sailors.

On December 23, 1985, a pair of MiG-21bis flew to intercept the US Coast Guard HU-25A Guardian, which invaded Cuba's 12-mile sea zone. The plane began to carry out commands and left Cuban airspace only after it was opened by cannon fire.

In 1990, a pair of MiG-21bis forced a Cessna 310T light aircraft (registered in the United States) to land in Havana, violating Cuban airspace.

On September 18, 1993, the Cuban MiG-21bis (b / n 672, pilot, Mr. Enyo Ravelo Rodriguez), taking off from the airfield in Havana, landed at a military airfield in Key West, USA. The radar only spotted the plane for a short period of time, but no attempts to intercept the intruder were made. The pilot remained in the United States and the plane was returned to Cuba. The Florida government has begun a check on the inactivity of the air defense system and forced to check the alertness of the radar using automatic drifting balloons.

GDR

On February 14, 1967, the Soviet MiG-21PFM, piloted by Fedor Zinoviev, violated the FRG border due to poor visibility and landed at the Tempelhof airfield. Four minutes passed after the pilot realized that he was not in the GDR. The fire brigade tried unsuccessfully to prevent the Soviet pilot from taking off and he returned to his territory.

On April 19, 1970, the GDR Air Force MiG-21 fighters forced the Cessna 170B light aircraft to land, which violated the airspace. The patrol aircraft had to fire a warning queue so that the intruder would follow the instructions and land near Kaulitz.

On April 12, 1974, a pair of MiG-21s of the GDR Air Force, patrolling the Baltic Sea, violated the Swedish border. Two Draken fighters were raised to intercept the intruders. Swedish planes tried to force Soviet planes to land, but they turned on the afterburner and easily returned to their territory.

Soviet pilots also participated in the defense of the airspace of the GDR. It is known that the Soviet pilot Stepanenko forced several violator planes to land.

Eastern Europe

In the 1960s-1970s, Czechoslovakian reconnaissance aircraft MiG-21R constantly violated the FRG border. The scouts crossed the border at high altitude, placing passive jamming from the dipoles, which were stuffed with special shells from the NR-30 onboard cannons. The shooting itself was carried out at low altitude at a speed of 900 km / h. There were no losses during these flights.

In September 1965, a pair of Hungarian MiG-21F-13 forced an Austrian light-engine aircraft to land, which violated the airspace.

On December 24, 1989, the Romanian MiG-21MF shot down four helicopters IAR-330 and IAR-316 of the local security service "Securitate", which were trying to fire on the rebels.

Vietnam war

The combat activity of the MiG-21 in Vietnam began in April 1966, when it came to the aid of the MiG-17, which fought in difficult conditions. Small, fast and quite maneuverable, the MiG-21 became a serious opponent for the McDonnell Douglas F-4 Phantom II. The United States was even forced to start a program for practicing air combat tactics with the MiG-21. The role of the MiG-21 was played by the Northrop F-5.

In Vietnam, the pilots of the MiG-21 adhered to the Soviet doctrine of air combat, using guidance from a ground control station. The favorite tactic was to follow the American combat link from below and from behind. Having gained speed, the MiGs fired K-13 missiles and went to the base. Such tactics also forced the premature dropping of bombs.

The main advantage of the MiG-21 is its very high maneuverability in turns. The main drawback was the lack of a built-in cannon on the first modifications. It was the Vietnam War that showed the fallacy of the opinion that missiles can completely replace cannons (the main enemy of the MiG, the American Phantom, was also a victim of this delusion).

During the entire war, the MiG-21 was flown about 1,300 sorties. According to skywar.ru, losses for all reasons did not exceed 70 aircraft; according to ACIG.info, the loss of 96 aircraft was confirmed in air battles. According to Russian data, in air battles the North Vietnamese "twenty-first" scored 165 air victories, with the loss of 65 aircraft and 16 pilots. The losses of the MiG-21 pilots were the smallest in comparison with all other aircraft. At the same time, the Americans had a multiple numerical advantage, while the North Vietnamese, even in their best years, did not have more than 200 fighters of all types. A kind of record holder was the MiG-21 pilot Ha Van Tuke, who single-handedly entered into battle with 36 American aircraft and shot down the plane of the commander of the American fighter wing, Colonel D. Folin. On January 2, 1967, 5-7 MiG-21s were shot down by American aircraft. Vietnamese fighters also suffered losses from "friendly fire": in the period 1966-1968 alone, six MiG-21s were shot down by the Vietnamese air defense system. The last aerial victory of the North Vietnamese MiGs was the downed American RA-5 Vigilante reconnaissance aircraft, and ten days later the last loss from the F-4D Phantom was suffered.

Arab-Israeli conflict

The first Arab country to receive MiG-21 fighters was Egypt in 1962, Iraq in 1963, Syria in 1967. On December 19, 1964, an Egyptian MiG-21F-13 over Alexandria was shot down by an American C-82A Packet reconnaissance aircraft with a 30 mm cannon fire (the crew of H. Williams and K. Group were killed). Egypt accused the United States of conducting intelligence for Israel.

On August 16, 1966, Iraqi pilot Munir Redfa hijacked a MiG-21 from Iraq to Israel. In the same year, two Iraqi MiG-21s were hijacked to Jordan, the pilots received political asylum, but Jordan returned the aircraft.

In January 1967, Israeli anti-aircraft gunners attacked a Syrian MiG-21 flying over Israeli territory. The anti-aircraft gunners fired several HAWK missiles, but did not hit the target.

In May 1967, in response to the violation of the airspace over the Sinai, Egyptian MiG-21s flew over Israeli territory.

Six Day War

Before the Israeli attack, Egypt had 91 MiG-21 combat fighters, including 76 combat-ready. On the MiG-21, Egypt had 97 pilots. Syria had 32 MiG-21s, Iraq 75 MiG-21s, and Algeria sent 12 more aircraft to help Egypt.

On the morning of June 5, Israeli aircraft attacked Egyptian airfields and destroyed most of the Egyptian MiG-21s on the ground. Against the MiG-21, which managed to take off, the Israelis had a harder time. During the first raid on the Abu Suweir airbase, a pair of MiG-21FLs took off, which attacked four Israeli SMB.2 fighters and shot down one of them, A. Hamdi won the victory, the Israeli pilot D. Manor ejected and captured. Another SMB.2 was shot down by another pair of Egyptian MiG-21FLs. Later, the MiG-21F-13, piloted by A. Musri, took off from Abu Suweira. He managed to intercept two Israeli Mirages and hit both with missiles (according to Egyptian data, both aircraft were shot down, according to Israeli data, both aircraft were damaged and returned to the airfield), during landing, the Egyptian "moment" flew into a bomb crater and crashed, the pilot was killed. During the raids on the Inchas airbase, the Egyptians hid one MiG-21FL in an orchard. After the end of the raids, the Egyptian pilot N. Shaokri took off and shot down the Israeli fighter Mirage IIICJ, the pilot J. Neiman was killed. Two more MiG-21F-13s took off from Inchas, one of them was piloted by H. Kusri. Over Sinai, the Egyptian pilot intercepted a group of Israeli Mirages and shot down one of them piloted by B. Romach, but upon returning the Egyptian plane ran out of fuel and crashed, the pilot was killed. The second MiG, piloted by M. Fuad, was able to hit an Israeli plane with a rocket in an air battle (it was able to return to the airfield), but he himself was shot down by his S-75 air defense system by mistake and died. On this day, flying into the bomb craters at the Hurghada airfield, two Egyptian MiG-21s crashed, the pilots escaped. During the raid on Fayyid, the Israeli "Mister" attacked an Egyptian MiG-21 taking off, the Egyptian plane exploded, but the Israeli plane itself was heavily damaged by debris, and the pilot ejected. On June 6, the Egyptians lost one MiG-21. The plane, piloted by I. Taufik, took off from the Abu Suweir airbase and did not return from a combat mission, the pilot is listed as missing. Later that day, an Egyptian MiG-21FL (pilot A. Nasr) shot down an Israeli SMB.2 fighter with 57mm NURS fire.

According to Russian data, Six Algerian MiG-21s (according to Israeli researcher David Ladnitser, there were only three MiG-21s in the group, the other three aircraft were MiG-17s), heading to help Egypt, landed at El Arish airfield, not knowing that he already captured by the enemy, and immediately became the trophies of the Israelis, after the war, the Israelis sent two of them to the United States. On June 8, one of the Algerian MiG-21F-13, piloted by M. Abdul-Hamid, took off from Cairo-West and over Kantara entered an air battle with a pair of Mirages, during the battle, the MiG was shot down, but due to lack of During the battle, one Israeli Mirage also crashed, pilot M. Poraz ejected.

During the war, Egyptian MiG-21s made four reconnaissance missions over the Negev desert, including over the Nuclear Center. To the surprise of the Egyptians, the air defense protecting the Nuclear Center did not even try to open fire (the reason for this was that the air defense had shot down its plane the day before).

In total, during the war, Egypt lost 11 MiG-21s in aerial battles, Syria 7 and Iraq 1. The Israelis lost 7-9 aircraft in clashes with Egyptian MiG-21s and 1-3 damaged (6-8 lost in aerial battles and 1 shot down wreckage of the Egyptian "moment"), several more were damaged (possibly 2 were shot down) in battles with the Syrian and Iraqi MiG-21s.

War of attrition

During the War of Attrition in 1969-1970. MiG-21s took an active part in raids on Israeli positions and in the defense of Egyptian positions from Israeli air raids.

On March 3, 1969, an Egyptian MiG-21PF (pilot of El Baqi) was shot down by an Israeli Mirage IIICJ fighter.
- On April 14, 1969, Israeli Mirages with AIM-9D missiles were able to hit two Egyptian MiG-21s, but they were able to return to the airfield.
- After the destruction of the Abu Zabal metallurgical plant by Israeli aircraft (February 1970, about 70 workers were killed), built with the participation of Soviet specialists, Egyptian President Nasser was forced to turn to Moscow with a request to create an "effective missile shield" against Israeli aircraft and send Egypt of regular Soviet air defense and aviation units. Two regiments of Soviet MiG-21 fighters were deployed at military airfields near Cairo, Alexandria and Aswan. Soviet troops formed the main force in repelling the fierce Israeli air raids on Egypt, which resumed in the summer of 1970.
- On March 2, 1970, an Egyptian MiG-21 shot down an Israeli Mirage IIICJ fighter, another Mirage was shot down by a Syrian MiG-21FL.
- On April 2, 1970, a Syrian MiG-21PFM shot down an Israeli F-4E fighter.
- On April 13, 1970, during an air battle over the coast of the Red Sea, the Soviet MiG-21MF, according to some sources, shot down two Israeli F-4 Phantom fighters, while others only intercepted.
- On April 18, 1970, a Soviet MiG-21MF missile damaged an Israeli reconnaissance aircraft RF-4E Phantom.
- On May 14, 1970, two Syrian MiG-21s were shot down by Israeli Mirage III fighters. Another MiG-21 was shot down by the Mirage the next day.
- On June 3, 1970, three Egyptian MiG-21s were shot down by Israeli Mirage III fighters.
- On June 20, 1970, an Egyptian MiG-21MF shot down an Israeli attack aircraft A-4E.
- On June 30, 1970, the Israeli Mirage IIICJ damaged the Egyptian MiG-21 (pilot Faid).
- On June 22, 1970, a Soviet MiG-21 missile damaged the Israeli A-4 Skyhawk attack aircraft.
- On July 23, 1970, a Soviet MiG-21 missile damaged the Israeli A-4 Skyhawk attack aircraft.
- On July 25, 1970, a Soviet MiG-21 over Ismailia destroyed an Israeli A-4 Skyhawk attack aircraft with a missile. The aircraft was decommissioned after landing at the Refidim airfield.
- In connection with the losses incurred, the Israeli command conceived a "retaliation operation". On July 30, Soviet MiG-21s were trapped, four MiGs were shot down in aerial combat and one Israeli Mirage III was damaged.
- On August 7, 1970, a Soviet MiG-21 missile damaged an Israeli Mirage III fighter. This battle was the last clash between Soviet and Israeli aircraft. On the same day, an armistice was concluded.
- On November 4, 1971, a Syrian MiG-21FL shot down an Israeli Mirage IIICJ fighter, another Mirage was shot down by an Egyptian MiG-21MF.
- On November 14, 1971, the Syrian MiG-21FL shot down another Israeli Mirage IIICJ fighter, another Mirage was shot down by the Egyptian MiG-2MF.
- From September 1972 to January 1973, there were several major air battles between the Syrian MiG-21 and Israeli aircraft. During the air battles, 12 MiG-21s were lost. The Syrians said they shot down 5 Phantoms and 1 Mirage (only 1 Mirage was confirmed, the pilot Ran Meir was killed).
- On September 13, 1973, there was a massive air battle between Syrian and Israeli aircraft, during which 9 Syrian MiG-21s were shot down, the Israelis lost 1 Mirage and 2 Phantoms.

Yom Kippur War

For reconnaissance targets before the war, the Arabs actively used the MiG-21R.

During the October War of 1973, Egypt had 160 (according to other sources 328) MiG-21 and Syria 110 (according to other sources 180) MiG-21. Algeria sent two squadrons of MiG-21FL / PFM fighters to aid Egypt. Iraq sent three squadrons of MiG-21PFM / MF to Syria's aid. Egyptian MiG-21s made more than 6810 sorties, Syrian 4570, including naval targets.

The Egyptian Air Force had MiG-21s in service with the 102nd (25th, 26th and 27th squadrons), 104th (42nd, 44th and 46th squadrons), 111th (45- I, 47th and 49th squadrons) and 203rd (56th and 82nd squadrons) of fighter aviation brigades. Also, the MiG-21R was in service with the 123rd reconnaissance wing.

The most modern Syrian MiG-21MFs were in service with the 30th Fighter Aviation Brigade (5th and 8th Squadrons).

On October 6, Egypt launched a massive airstrike with 216 aircraft, in which 62 MiG-21s participated. The 56th squadron of 16 MiG-21MF struck with concrete-piercing bombs on the runway of the Bir-Temada airfield. The bombs were dropped from a low altitude while following the runway. As a result of the impact, the airfield was disabled for four days. The 82nd squadron struck three targets - the eight MiG-21MF attacked the radio technical center in Umm-Khusheib, one link carried out the suppression of air defense in the area of ​​the Bir Temada airfield and another link bombed the positions of long-range 175 mm artillery in Ain Musa ... 16 Egyptian MiG-21MF squadron 42 attacked the Israeli airbase of Ophir. As a result, the airstrip was disabled, several Israeli aircraft on the take-off line were severely damaged by cannon fire and the antenna of the communications center in Sharm el-Mai was destroyed. The losses of the Egyptians during the strike amounted to 2 MiG-21MF, pilots H. Osman and M. Nobhi were killed. On the Syrian front, the MiG-21 carried out air cover, so the MiG-21MF, piloted by Bassam Khamshu, shot down an Israeli attack aircraft A-4E, one Syrian MiG was shot down by an Israeli Mirage (O. Marum).

On October 7, two flights of MiG-21F-13 took off from the Janaklis airfield to repel the raid of Israeli Phantoms. In the course of air combat "MiG" R.el-Iraqi shot down one F-4E, "Phantoms" shot down MiG-21 M. Munib, who ejected. Also in this battle, the fire of friendly anti-aircraft gunners was shot down by "MiG" A. Abdalla, Abdallah ejected. Thanks to the actions of Egyptian fighters, the airfield was not badly damaged and remained flyable. For the Syrian pilots it was one of the best days, having lost only 1 MiG-21, shot down by Phantom (pilot Z. Raz), the Syrian pilots managed to shoot down at least 6 Israeli aircraft, two of which were shot down by Bassam Khamshu and one by one shot down M. Badavi, Kokach, Sarkis and Dibs.

On October 8, the MiG-21MF flight of the 46th squadron flew to intercept Israeli fighters in the Port Said area. As a result of the air battle, two MiG-21s were shot down (pilot Salakh was killed, Mikhail ejected) and one Mirage (pilot E. Karmi ejected). During sorties to support the Egyptian fleet, the MiG-21 disabled an Israeli missile boat. In the Golan Heights, in the course of repelling Israeli air raids on airfields, the Syrian MiG-21s shot down up to 10 Israeli Phantoms (it is known that the MiG-21FL pilots al-Hamidi, Asaf, Kahwaji and MiG-21MF Kokach won one victory each). On the same day, the Iraqi MiG-21PFM of the 9th squadron was lost on the Syrian front, the pilot N. Alla was killed.

On October 11, four Egyptian MiG-21s struck a convoy of Israeli equipment from the 217th brigade, as a result, several armored personnel carriers, trucks and a tanker were destroyed, 86 Israeli soldiers were killed and wounded. On this day, the Egyptian MiG-21MF shot down two Israeli F-4E and one Mirage IIICJ was shot down by the Egyptian MiG-21PFM of the 45th squadron (pilot M.el-Malt). At the Golan Heights, an Israeli helicopter Bell-205 77, performing a search and rescue operation, landed and was shot by a Syrian MiG-21MF (pilot Bassam Khamshu). Israeli pilot G. Klein died, A. Hakoneh survived. A little later, Bassam Hamshu shot down an Israeli attack aircraft A-4E with cannon fire. 2 Syrian MiG-21s were shot down that day by the Israeli Mirage (pilot A. Rokach).

On October 12, a major battle took place between the Syrian MiG-21FL and the Israeli MIrage IIICJ. Israeli pilot A. Rokach shot down 2 Syrian MiGs with 30 mm cannon fire, while Rokach himself was shot down by the Syrian MiG-21FL (pilot F. Mansur). In addition, the Syrian MiGs shot down one Mirage and knocked out an F-4E.

On October 13, Israeli Phantoms shot down 3 Egyptian MiG-21s, without losses on their part. On the Golan Heights, Israeli Mirages shot down two MiG-21MFs of the 11th Iraqi squadron. Pilots M. al-Khafaji and N. al-Zubai were killed. The Iraqi MiG-21PFM of the 9th squadron shot down up to 4 Israeli aircraft, while Syrian anti-aircraft gunners shot down one Iraqi MiG by mistake, the Czechoslovak pilot Slutskevich was killed. Syrian MiG-21FL shot down one Israeli Mirage IIICJ (pilot Colonel Avi Lanir captured), without loss on their part.

On October 16-17, Egyptian MiG-21s covered Su-7s, striking at Israeli vehicles under the "Chinese farm". Egyptian pilots shot down at least 3 Mirages and 1 Phantom, with the loss of 4 aircraft (all were shot down by Mirages).

On October 20, a pair of Egyptian MiG-21s, which took off from the Abu Hammad airbase, "covered" a large convoy of Israeli equipment on the way to Ismailia. Dozens of Israeli soldiers were killed and wounded.

On October 21, a flight of the Egyptian MiG-21MF of the 82nd Squadron attacked Israeli oil facilities in Abu Rodeis. During the strike, one MiG was lost, the pilot F. Zabat was killed. On this day, the Syrian MiG-21MF (pilot al-Hamidi) shot down an Israeli F-4E with an R-3S missile (pilots E. Barne and A. Haran were taken prisoner).

On October 22, the Egyptian MiG-21F-13 of the 25th squadron took off from Abu Hammad to escort the bombers, when returning from one of the MiGs it was not possible to release the landing gear, the pilot D. el-Khafanawi ejected. Egyptian pilot A. Wafai on a MiG-21MF shot down two Israeli Mirages, the first with an R-3S missile, and the second with a 23 mm cannon. The Egyptians lost 4 MiG-21s in air battles. On the same day, over the Golan Heights, a major air battle between the Syrian MiG-21FL of the 8th squadron and the Israeli Mirages took place. The Syrian pilot al-Tawil shot down one Mirage and one more presumably A.el-Gar shot down one Mirage and E. al-Masri shot down one Mirage. The losses of the Syrians amounted to 3 MiG-21s.

On October 24, as a result of a major air battle over Suez, the Egyptians lost 8 MiG-21 fighters, the Israelis probably lost only one Mirage. Another 2 MiGs were shot down from the ground over Deversoire. Syrian MiG-21s shot down an Israeli F-4E, which fell near the location of Israeli tanks (according to official Israeli data, the Phantoms did not suffer losses that day, but the moment of the fall was photographed and published by Israeli tank crews). Syrian MiG-21s did not suffer losses that day.

Arab MiG-21s performed much better in the Yom Kippur War than in the Six-Day War. Israeli planes made about 20 massive raids on Egyptian air bases, Egyptian MiGs reliably defended them, not a single Egyptian airfield was put out of action even for a day. In turn, the Egyptian MiG-21 destroyed two Israeli airfields.

In total, during the war, the Egyptian MiG-21 won at least 27 air victories, the Syrian MiG-21 at least 36. Iraqi MiGs shot down from 3 to 7 Israeli aircraft. During the war, for all reasons, Iraq lost 5 MiG-21s. After the end of the war, small clashes continued with the participation of fighters.

On December 6, Israeli Phantoms shot down one Egyptian MiG-21, piloted by a North Korean pilot.

In 1974, during the battles for Mount Hermon, the Syrian MiG-21MFs reliably shot down 3 Mirage IIICJs and 1 F-4E (8 aircraft declared). Significant losses of the Syrians amounted to 3 MiG-21MF, 2 shot down Phantoms and 1 shot down Mirage (6 planes declared).

War in Lebanon

In 1976, Syria brought troops into Lebanon. MiG-21 fighters began to strike at the militants and cover the Lebanese Hunter attack aircraft.

On October 7, 1979, a Syrian MiG-21MF near Damascus shot down an Israeli TeR.124 Firebee with an air-to-air missile.

On May 14, 1981, the Syrian MiG-21MF flew to intercept an Israeli UAV, while approaching the target, the Syrian plane crashed into the ground and crashed.

On June 13, 1981, a Syrian MiG-21MF near Damascus shot down an Israeli TeR.124 Firebee UAV with WPU fire.

During the 1982 Lebanese War, 24 MiG-21bis and 10 MiG-21MFs were shot down by the Israeli Air Force in June 1982, as part of Operation Medvedka 19. The Syrians also provided information about the planes decommissioned after landing: 2 MiG-21bis and 1 MiG-21MF. Syrian MiG-21s shot down at least 1 F-4E, 1 Kfir C.2 and damaged 2 F-15Ds.

On June 9, F-15D (w / n 686) of the 133rd Squadron, piloted by Mr. Ronen Shapiro, was hit by an R-60 missile from the Syrian MiG-21bis piloted by Mr. Nulia Selfi. Due to the short distance to the airfield, the burning Israeli F-15 was able to return to the Ramat David base.

On June 10, F-15D (w / n 955) of the 133rd Squadron, piloted by Moshe Melnik, shot down the Syrian MiG-21 with a Python-3 rocket. The Israeli pilot did not manage to dodge the wreckage of the Syrian plane and flew into them. Due to the broken canopy of the F-15 cockpit, they had to make an emergency landing.

The last collision with the Syrian MiG-21 occurred after the end of the Israeli operation. In October 1982, an Israeli reconnaissance aircraft RF-4E over Lebanon was hit by an R-60M missile fired by the Syrian MiG-21bis.

Indo-Pakistani conflict

One of the most successful pages of the MiG-21's combat use is its service in the Indian Air Force. Its acquisition of MiG-21 fighters opened a new era for its Air Force. It was the first non-Western combat aircraft and the first supersonic aircraft in the Indian arsenal. The aircraft were adopted by the 28th Squadron "First Supersonic". His first meeting with Pakistani fighters took place on September 4, 1965. Then the Indian pilot managed to damage the Pakistani Saber with missiles.

In December 1971, hostilities began again between India and Pakistan.

On December 4, on the first day of the war, the Indian MiG-21 of the 28th squadron shot down or damaged the Pakistani Saber. Also on this day, a DHC-3 aircraft was destroyed by Indian MiG-21s at the Pakistani airfield. On December 5, Indian MiGs at the airfield destroyed three more Pilatus P-3 aircraft. On December 6, before noon, the MiG-21FL was escorted by HF-24 "Marut" aircraft at low altitude. After the attack, the commander of the "Maruts" decided to deviate to the west in search of a possible target. At the moment when the "Maruts" went on the attack, the pilot of one of the MiG-21 captain Samar Bmkram Shah saw the plane, which he mistook for the Cessna O-1. Having made a sharp turn down to determine the type of machine, Shah simultaneously looked instinctively back to make sure that there was no one on the tail. He saw two F-6s at a distance of about 1,500 meters, and a third F-6 higher; The Shah, who was at an altitude of about 200 meters, immediately turned on the afterburner and raised the nose of the aircraft. Both F-6s approaching the aircraft made no attempt to follow the MiG-21. The Shah decided to attack the Pakistani plane, trying not to slip past it. The first F-6 headed in the direction where the Maruts had gone. The Shah settled behind a Pakistani fighter jet and fired a salvo of his 23mm cannons from a distance of about 600 meters. The F-6 rolled over and fell to the ground. Also on this day, according to Indians, the MiG-21 shot down a Pakistani C-130 (the Pakistani side has not confirmed this).

At 14:00 on December 12, two MiG-21FLs, which were on combat duty at the airbase in Jamnagar, were taken into the air: two Pakistani F-104 Starfighter fighters crossed the coastline at low altitude. The Pakistanis attacked the standing aircraft at the airfield. One of the MiGs sat on the tail of the Starfighter. An Indian pilot fired a long salvo from a twin cannon from a distance of 900 meters. "Starfighter" caught fire and crashed into the sea, the pilot barely had time to eject. On December 16, Shah shot down his second F-6.

On December 17, the dispatcher warned the patrolling MiGs that a low-flying aircraft was approaching the airfield at high speed. "Starfighter" for some unknown reason did not attack the airfield, and the Indian sat on his tail. The Indian fired two K-13A missiles, the second one hit the target, but the Pakistani was able to continue flying. Then the Indian supplemented the missile attack with a volley of cannons. After that, he began to return to the airfield, and the damaged F-104 exploded among the sandy hills. Later that day, Indian MiG-21s shot down two more Starfighters over Pakistani territory, and the Indian pilot Shah was able to knock out one F-104.

In addition to being used as an interceptor, the Indian Air Force also used the MiG-21 on the eastern border for air superiority and assault operations. Most impressive was the December 14 raid on the residence of the Governor of East Pakistan. Six MiG-21FLs fired several volleys of 57-mm missiles at the residence, after which the governor rushed into the nearest trench and wrote a letter of resignation on a piece of paper.

In total, Indian MiG-21s shot down 7-8 Pakistani planes and damaged 1. Another 4 planes were destroyed by Indian "MIGs" at the airfields. The only loss in aerial combat was the "instant" shot down by the Saber on December 17.

The next meeting of Indian MiGs with Pakistani aircraft was the 90s. In 1997, an Indian MiG-21bis with an R.550 Magic missile knocked out a Pakistani AV aircraft. On August 10, 1999, after the end of the Kargil War, the MiG-21bis shot down a Pakistani Br.1150 Atlantique reconnaissance aircraft.

Soviet MiG-21s defended the airspace from the penetration of Iranian and American intelligence officers.

On November 28, 1973, a Soviet MiG-21SMT piloted by Captain Gennady Eliseev rammed an Iranian RF-4C reconnaissance aircraft. The crew of "Phantom" Iranian Major Shokunia and American Colonel John Sanders ejected, the Soviet was killed. The captured pilots were released after 16 days. In total, Soviet fighters shot down 3 RF-5s and 2 RF-4s (only one is known for sure that it was rammed by a MiG-21).

In the fall of 1974, a pair of Soviet MiG-21s forced an intruder to land at the Pumping airfield.

Egyptian-Libyan War

During the short-term military conflict between Egypt and Libya, very few air battles took place. On July 22, on the second day of the war, the Libyan Mirage 5 shot down an Egyptian MiG-21. The next day, success accompanied the Egyptians, in aerial combat MiG-21 shot down 3-4 "Mirage 5" and 1 MiG-23, without suffering losses. In 1979, after the end of the war, an air battle took place between two Egyptian MiG-21s and two Libyan MiG-23s. The Egyptians shot down one MiG-23 without suffering any losses.

War in Angola

In 1976, the first Cuban MiG-21s arrived in Angola. They performed few but very effective operations. The main threat to the Cuban MiGs was represented by MANPADS, which UNITA bandits received from Israel.

On February 19, 1976, the Cuban MiG-21MF launched an airstrike on an airfield near Huambo, destroying several transport aircraft.

On March 13-14, 1976, the Cuban MiG-21MF made 13 sorties to the Gago-Coutinho airfield. As a result of the strikes, the airfield was completely destroyed, the transport Fokker F-27 was destroyed, at least 200 UNITA soldiers and 2 French military advisers were killed. French and American mercenaries were urgently evacuated from Angola after this strike. The air defense of the airfield fired at least 6 MANPADS missiles, but the Cuban pilots were able to dodge. On returning, one MiG got lost and landed 200 kilometers from its airfield. The Cubans had to carry out a whole special operation to save the plane. D. Savimbi was very hurt by the loss of the airfield and foreign advisers (his residence was 1 kilometer from the airfield). He demanded compensation from the Americans for the Cuban air raids.

On May 13, 1976, four Cuban MiG-21MFs loaded with FAB-500s raided Massanga, destroying two weapons depots, a barracks and a power plant.

The Cuban MiG-21s did not suffer losses during the 1976 war, although about 30 MANPADS missiles were fired at the MiGs.

On December 14, 1977, the South African pilot Patrick Hewartson, who carried the Aerocommander-690 N9110N aircraft from Botswana to Libreville, entered Angola's airspace and was intercepted by a pair of MiG-21MF (Cubans, leader of the Raul Perez peninsula). Forced to land at Luanda airport and arrested.

During the war, Cuba lost one MiG-21 in aerial combat. On November 6, 1981, Major of the South African Air Force Johan Rankin in a Mirage F-1CZ stated that he shot down a Cuban MiG-21bis over the territory of Angola with cannon fire. Cuba confirmed the loss of a MiG-21MF aircraft in aerial combat, the pilot of which, Major Leonel Ponke, ejected.

On October 5, 1982, the same South African pilot said that on a Mirage F-1CZ over Angola, gun fire shot down one MiG-21bis and another allegedly. Cuba admitted that on this day, during an air battle with intruder aircraft, two MiG-21bis (pilots of the l-you Raziel Marrero Rodriguez and Gilberto Ortiz Poares) returned to the airfield with damage.

On April 21, 1987, MiG-21bis fighters of the Angolan Air Force destroyed a light aircraft Beechcraft F33A Bonanza N7240U, registered in the United States, which invaded Angola from Namibia, occupied by South Africa. After the suspicion that the plane was being used for reconnaissance, it was hit by a TLU fire and made an emergency landing at Ochinzhau, it could not be restored. American pilot Joseph Frank Longo is arrested.

During the entire war in Angola, 18 Cuban MiG-21s were lost for all reasons.

On January 20, 1998, a pair of Angolan MiG-21bis flew from the Saurimo airfield to intercept and forced the South African C-54D-1-DC aircraft to land, which violated Angolan airspace. It turned out that the intruder plane was carrying a large consignment of weapons to UNITA bandit formations. A South African crew consisting of Commander Peter Bitske, co-pilot Shuku Kuyangue Mitchell and flight engineer Mark Jeffries has been arrested. In order to smuggle weapons, South Africans registered Skymaster in Liberia as EL-WLS. The weapons on board and the aircraft itself were confiscated in favor of Angola. The C-54 joined the Angolan Air Force and was used to support the Angolan army.

Ethiopian-Somali War

During the conflict, the MiG-21 was in service with the Somali Air Force, and Cuban pilots who fought on the side of Ethiopia flew on it. Somali pilots shot down 4 Ethiopian MiG-21s, 3 F-5s, 3 DC-3s and 1 Canberra on it. At the same time, according to some sources, the Somalis lost at least 7 MiG-21s in battles with the Ethiopian F-5 "Freedom Fighter", according to other sources only 5.

DPRK Air Force

North Korea received the first MiG-21F fighters from the USSR in 1965.

On January 19, 1967, in the waters north of the 38th parallel, the DPRK Air Force MiG-21 fighters sunk the Tang Po PCE-56 patrol ship of the South Korean Navy (the ship had a displacement of 860 tons and had 11 anti-aircraft guns). 39 South Korean sailors were killed and 15 wounded. Some American sources state that the intruder ship was allegedly sunk by the fire of coastal batteries, the ship was indeed fired upon by the batteries that protected the coast, but the sinking itself occurred as a result of the impact of patrol aircraft.

On January 23, 1968, in the Sea of ​​Japan, KPA naval ships, supported by MiG-21 fighters, were forced to enter North Korean territorial waters and towed the US Navy Pueblo reconnaissance ship to the port of Wonsan (part of the secret equipment was transferred to the USSR). The ship was not returned.

On July 14, 1977, a DPRK Air Force MiG-21 fighter shot down an American CH-47D Chinook helicopter after violating the demilitarized zone. 3 crew members were killed, one was captured and handed over to the United States 57 hours later.

Afghanistan

Most of the aircraft deployed to Afghanistan were fighters, including the MiG-21. Despite the low combat load (usually 2-4 RBK-250, FAB-250 or OFAB-250), a significant part of combat missions fell on them; and, oddly enough, the "fighter" modification of the MiG-21bis showed itself from the best side. For a short response time, they were nicknamed "funny". At the beginning of the war, Soviet MiG-21bis forced a Pakistani plane to land, violating Afghan airspace. As it turned out, the plane was civil and got lost. In 1985, 13 Afghan MiG-21s were destroyed as a result of sabotage at the Shindand airfield. On the MiG-21, Soviet General Nikolai Vlasov was shot down and killed. During the entire war, the Soviet Union lost 11 MiG-21bis, 7 MiG-21R, 2 MiG-21SM and 1 MiG-21UB. The MiGs flew tens of thousands of sorties.

After the withdrawal of Soviet troops, several planes were seized by the mujahideen. In the early morning of January 12, 1994, two MiG-21s of the Northern Alliance shot down two MiG-21 Mujahideen over Kabul, one pilot was captured. On January 30, the MiG-21 of the Alliance was shot down by two Su-22 Mujahideen. Until the end of the year, the MiG-21 and Su-22 of the Alliance shot down three more planes (including one Su-22 and one MiG-21) of the Mujahideen organization of Dostum and Hekmatyar.

On August 3, 1995, a single Taliban MiG-21 (pilot of the p / p-to Gulyam), armed with air-to-air missiles, forced the government Boeing 727 and the Russian Il-76TD to land in Kandahar.

In 1995, Alliance fighters shot down one Su-22 and one Su-20 of the Taliban and Dostumo-Gulbedin air forces. On June 15, 1995, Taliban fighters shot down two Mi-8 helicopters of the Northern Alliance.

Iran-Iraq War

The main test of the Iraqi MiG-21 was the war with Iran (September 22, 1980 - August 20, 1988). The MiG-21 was the most massive combat aircraft in Iraq. By the beginning of the war, Iraq had 135 combat MiG-21PFM / MF / bis, 4 reconnaissance MiG-21R and 24 training MiG-21U / UM (at the beginning of the war, there were about 100 combat-ready). Another 27 MiG-21s were in storage. They were in service:

Mosul - 9th Fighter and Bomber Squadron (18 MiG-21MF).
Kirkuk - 37th (16 MiG-21bis) and 47th fighter squadrons (16 MiG-21bis).
Tikrit - 17th Fighter Training Squadron (7 MiG-21MF and 12 MiG-21UM).
Baghdad - 7th (18 MiG-21PFM), 11th (20 MiG-21MF) fighter squadrons, 70th (14 MiG-21MF and 4 MiG-21R) fighter reconnaissance squadron and 27th training fighter squadron (12 MiG-21PFM and 12 MiG-21UM).
Kut is a unit of the 14th Fighter Squadron (8 MiG-21bis).
Basra is a unit of the 14th Fighter Squadron (8 MiG-21bis).

The first air battles took place even before the start of the war: on September 8, 1980, an Iraqi MiG-21MF (pilot K. Sattar) shot down an Iranian Phantom (M. Eskandari ejected, A. Ilthani died). September 15, 1980 Iranian "Tomcat" (pilot A. Azimi) shot down an Iraqi MiG-21MF (the pilot ejected).

8 MiG-21bis 47th IE struck the runway in Sekkez. As a result of the impact, the strip was abandoned.

16 MiG-21bis 47th IE struck an airfield near Sanandaj. The airfield was badly damaged, the runway and taxiway were damaged. The losses during the raid amounted to 1 MiG, the pilot of Alaa was taken prisoner.

4 MiG-21bis 14th IE attacked the airfield near Akhvaz. The runway was hit.

During the second wave of the raid, 4 MiG-21bis hit the Ahvaz airbase, destroying the radar station.

Iraq used its MiG-21s to combat Iranian shipping in the Persian Gulf. A successful raid of "MiGs" on a convoy on October 1, 1980 is known, when the ships "Iran Badr" and "Takha" were put out of action by bombs. Both ships burned down and were abandoned.

In total, for the period 1980-1988, the MiG-21 pilots won 34 air victories according to fragmentary data (including 13 F-5, 11 F-4, 4 AH-1J helicopters, 3 CH-47, 2 Bell, and 1 F- 14), with the loss of 34 aircraft in air battles according to fragmentary data (18 shot down F-14, 9 F-4, 5 F-5 and 2 AH-1J helicopters). According to other sources, a total of 22 MiG-21s were shot down (12 shot down F-14, 6 F-4, 3 F-5 and 1 AH-1J). The MiG-21 pilots were advised to avoid aerial combat with the F-4E and F-14 whenever possible, if there was no element of surprise on their side. The Iraqi ace Mohamed Rayyan began his career on the MiG-21 fighter. On October 23, 1980, he shot down two Iranian F-5 Tiger II.

During the war, at least 2 MiG-21UM were lost, the first in February 1986 and the second in May 1987.

Also, the Iraqis had to fight Syrian and Israeli reconnaissance aircraft. On January 4, 1981, according to Israeli statements, the Israeli F-4E (pilot G. Schaeffer) was intercepted by the Iraqi MiG-21 of the 84th squadron. Due to the maneuvering of the Phantom, the Iraqi plane collided with the ground and crashed (there was no MiG-21 in the 84th squadron at all). In April 1981, an Iraqi MiG-21MF was shot down by a Syrian reconnaissance aircraft MiG-21R. In 1982, the Iraqi MiG-21 was hijacked to Syria. On October 2, 1986, a Syrian reconnaissance MiG-21RF was shot down by an Iraqi MiG-25PD interceptor. On July 28, 1987, the Syrian MiG-21 violated the Iraqi border during a training flight and was shot down by an anti-aircraft missile, the pilot H. Jabr was arrested.

Breakup of Yugoslavia

The first MiG-21 Yugoslavia received in 1962. For all the time, the Soviet Union delivered 260 MiG-21s to Yugoslavia.

After the beginning of the collapse of Yugoslavia, the MiG-21 fighters passed into the hands of the newly formed states on its territory. Most of all, the MiG-21 went to Serbia, about 150 machines. Serbian MiGs were used to combat border trespassers, as well as to attack ground targets in Croatia and Bosnia. In May 1990, the Serbian MiG-21MF forced to land two Croatian helicopters AB.206 and AB.212, which violated the air border. On June 28, 1991, Serbian MiG-21s raided the Lublin airport, where they destroyed the Airbus A320, which was used as a transport. Several Migi intruders were forced to land. On August 31, the Serbian MiG-21 forced the Ugandan Boeing 707 to land at the Plesko airfield, in which 18 tons of military equipment were found. On January 7, 1992, a Serbian MiG-21 attacked a pair of AB.205 helicopters of the European Union of the Italian Army Aviation, as a result of which one helicopter was shot down; this incident led to the resignation of the Serbian Minister of Defense. On August 6, 1995, an air battle took place between the Serbian MiG-21 and the Croatian J-22, both aircraft missed and parted. During the war, at least 5 Serbian MiG-21s were lost (3 were shot down by fire from the ground, 2 were lost for unclear reasons, presumably shot down by fire from the ground).

Yugoslavia used its MiG-21s during the war with NATO. They have shot down one Tomahawk cruise missile. There were no sorties to intercept NATO aircraft. As a result of Alliance air strikes, 33 Yugoslavian MiG-21s (half of the existing fleet) were destroyed on the ground. The 83rd Aviation Regiment, armed with them, was disbanded after the war due to high losses of materiel.

China

China used Soviet-made MiG-21s and its own (J-7) to protect air borders. On October 5, 1965, according to Chinese statements, the Chinese MiG-21 was shot down by an American RA-3B reconnaissance aircraft (according to the US Air Force historian Staaweren, the American side denied the loss of the aircraft, and the Chinese did not show any debris or pilots, but according to ACIG, the loss was found his confirmation, and the pilot who shot down the plane is known).

On January 3, 1966, a Chinese MiG shot down an American Fireby UAV with 57-mm NURS fire. Such an unusual choice of weapons was used due to the lack of China's own guided air-to-air missiles. Until 1970, Chinese MiGs shot down five more UAVs.

Another problem for the Chinese was the reconnaissance and propaganda automatic drifting balloons. From 1969 to 1971, Chinese J-7s shot down more than 300 balloons.

A further development of the Chinese J-7 fighters was the Chengdu FC-1 Xiaolong aircraft, which has already successfully participated in air battles.

Sri Lanka Civil War

In 1987, Indian MiG-21s attacked the positions of the Tamil Tigers during the "Operation Pavan". Indian MiG-21s made several thousand sorties without losses on their part.

In 1991, Sri Lanka purchased four F-7BS fighters and one FT-7 twin from China. In early 1992, the first F-7s entered service with the 5th Squadron of the Sri Lankan Air Force and in the middle of the year began to make sorties against the Tigers.

On April 29, 1995, after the Tamil Tigers shot down an Avro 748 Sri Lankan passenger aircraft, the F-7 attacked the Tigers' positions.

In 1998, Sri Lankan F-7s conducted an operation against the Tigers' naval bases, during which they destroyed more than 20 boats.

On the night of September 9, 2008, a Sri Lankan F-7G over Mullativu with a PL-5E missile shot down a Zlin Z-43 Tamil Tigers aircraft converted into an attack aircraft.

For 17 years of participation in hostilities, Sri Lanka lost only one F-7 aircraft, which crashed for technical reasons in 2000.

Other conflicts

In the early 70s, Sudan used the MiG-21MF to combat the smuggling of American-made weapons from Ethiopia for militants. Deliveries stopped after Sudanese MiGs bombed Ethiopian border airfields, destroying transport aircraft used to transport weapons. On September 20, 1972, the Sudanese MiG-21MF forced five Libyan C-130 Hercules military transport aircraft to land in Khartoum, violating the airspace. 399 Libyan soldiers were detained.

Used by both sides in the 1983 Ugandan-Tanzanian War.

On August 28, 1985, Maputo's troops, supported by the MiG-21 of the Ethiopian Air Force and the Mozambican Air Force, stormed Casa Banana, supported by the Zimbabwean Air Force.

MiG-21s took an active part in the Yemeni wars of 1986, 1994 and 2014. On June 20, 1994, an air battle between the South Yemeni MiG-21 and the North Yemeni F-5E took place over the Anad airbase. As a result of the battle, "Tigers" (piloted by Taiwanese mercenaries) shot down one MiG-21, the pilot, Mr. Salah Abdul Habib Jorman, was killed.

On October 21, 1989, a Syrian MiG-21bis fighter mistakenly entered Turkish airspace. There he intercepted a Turkish government plane BN-2 Islander, which he mistook for a "trespasser of the Syrian border." With a burst from a cannon, he shot down a Turkish plane, 5 people were killed. Subsequently, Syria paid Turkey $ 14.6 million in compensation for the incident.

The Iraqi Air Force used MiGs during the Gulf War (1991). Their actions against the aviation of the Multinational Forces were unsuccessful - they did not shoot down a single plane of the Multinational Forces, and the researchers involved in the actions of the Iraqi Air Force in this war, do not note any claims for aerial victories from the Iraqi pilots. The active participation of MiGs in the war ended on the very first day after an unsuccessful attempt to intercept US Navy aircraft. During the war, 65 Iraqi MiG-21s were lost (4 of them in the air - two American F-15s and two American F / A-18s).

Ethiopian MiG-21s participated in the 1998-2000 war with Eritrea. In this conflict, Russian aircraft were used on both sides. Three MiG-21s were shot down by Eritrean MiG-29s in aerial combat. On June 28, 1998, Ethiopian MiG-21s with the help of KABs disabled the Eritrean Asmera airfield.

Algerian MiG-21s covered the air border during the war in Western Sahara.

The Syrian Air Force is actively using its MiG-21s during the civil war. In hostilities, at least 18 aircraft of this type were shot down or crashed.

On July 29, 2017, a MiG-21 was shot down by a missile in the north near the city of Derna in Libya during a combat mission.

The MiG-21 was in service and was used by the air forces of more than 65 countries. For its characteristic appearance it was nicknamed "Balalaika" by Soviet pilots.
- There is one known MiG-21, which is privately owned. The aircraft is owned by Reginald "Reg" Finch, a former American Airlines pilot who previously served with the Royal Canadian Air Force. Finch acquired this MiG in the late 1990s. and spent three years to bring the plane into flight condition. This 1967 MiG-21US was imported to the United States from Hungary in the mid-1980s. Before Finch became its owner, the car had been flown for a long time and tested at the Navy Aviation Test Pilot School in Patuxent River, PA. Maryland in the late 1980s and early 1990s.
- The MiG-21 was an unofficial symbol of the oldest in Russia Kachin Higher Military Aviation School of Pilots. The memorial aircraft stood in front of the entrance to the school in Volgograd and at the checkpoint of the Perm Military Aviation Technical School named after the Lenin Komsomol in Perm, in front of the Yekaterinburg Suvorov Military School and on the territory of Saratov State Technical University and in a number of cities of the former USSR. There are monuments of the MiG-21 in Egypt, India, Vietnam, Cambodia, Nigeria, Hungary, Czech Republic, Poland, Finland, Mongolia, etc. The total number of MiG-21 aircraft installed on pedestals is currently unknown.

The performance characteristics of the MiG-21bis

The crew of the MiG-21

1 person (except for double training modifications)

The dimensions of the MiG-21

Length: 14.10 meters
- Height: 4.71 meters
- Wingspan: 7.15 meters
- wing area: 22.95 m2

Weight MiG-21

Empty weight: 5460 kg
- Normal takeoff weight: 8726 kg
- Maximum takeoff weight: 10 100 kg
- fuel weight: 2750

MiG-21 engine

Number of engines: 1
- Engine: TRDDF R-25-300
- Maximum thrust without afterburner: 4100 kgf
- thrust afterburner: 6850 kgf
- thrust on emergency afterburner: 7100 kgf

The speed of the MiG-21

Maximum speed at altitude: 2230 km / h
- Maximum speed at ground: 1300 kmh
- Cruising speed: 1000 kmh
- Rate of climb: 235 m / s

The MiG-21 became a landmark aircraft not only because it had outstanding flight performance for its time; Many innovative technical solutions were incorporated into the design of the aircraft - the glider, power plant, emergency rescue system and weapons.

The triangular wing in plan is made up of symmetrical TsAGI profiles with a relative thickness of 5% and consists of two single-spar consoles with front and rear stringer walls. Each console contains two fuel tanks (in the bow and middle), a set of ribs and stringers that reinforce the skin. On the wing there are ailerons with a total area of ​​0.88 m 2, and to improve take-off and landing characteristics - flaps with a sliding axis of rotation with a total area of ​​1.87 m 2. Aerodynamic baffles (ridges) with a height of 7% of the local wing chord improved longitudinal stability at high angles of attack. In addition to the fuel compartments, there were oxygen cylinders in the wing roots. The consoles are also equipped with landing lights and armament suspension assemblies. The consoles are attached to the fuselage at five points.

Horizontal tail with sweep 550 and movable area of ​​3.94 m 2 assembled from symmetrical A6A profiles with a relative thickness of 6%. Each half of the stabilizer is attached to a steel circular beam. The stabilizer beams rotate in angular thrust bearings mounted on frame 35A and needle bearings mounted on frame 36 on both sides of the fuselage.

Fuselage construction MiG-21 F-13

Main chassis niche

Suspended fuel tank

Construction of the tail section of the MiG-21F-13

The vertical tail with a sweep of 60 °, consisting of a keel and rudder, is assembled from C-11s profiles with a relative thickness of 6%.

The fuselage is semi-monocoque. For installation, removal and inspection of the engine during routine maintenance, there is a connector dividing the fuselage into the nose and tail sections. The fuselage has two front brake flaps with a deflection angle of 25 ° and one rear (deflection angle of 40 °). In the aft fuselage there is a niche for a braking parachute released at the moment the main wheels touch the ground.

Chassis - tricycle with nose wheel. The front strut with a KT-38 wheel with a tire size of 500x180 mm is retracted against the flow into the nose niche of the fuselage. The main supports with KT-82M wheels with a tire size of 660x200 mm are retracted into the wing (strut with a shock absorber and a hydraulic cylinder) and the fuselage (wheels).

The R11F-300 turbojet engine is a two-shaft engine with an axial six-stage compressor, a tubular combustion chamber and an afterburner. The engine, no matter how trite it sounds, is the "heart" of the aircraft, and the achievement of the design characteristics largely depends on the well-coordinated work of the entire power plant. R11F-300, initially capricious in operation, having a low resource, by the time the MiG-21 F appeared, it was considered a finished engine, which became the basis for its production. But the achievement of the desired thrust and specific fuel and resource consumption is only a necessary, but not sufficient condition for the adoption of the aircraft into service (or supply) of the Air Force. It is also necessary for the engine to work steadily in all operating modes, not to “cut off” when firing cannons or launching missiles. And here a lot already depends on the correct choice of parameters and the scheme of the air intake device, the presence of anti-surge flaps and engine feed.

The tail section of the MiG-21 F

Anti-surge automatic flaps were located on both sides of the fuselage between the 2nd and 3rd frames, and between the 9th and 10th frames - the engine feed flaps, which opened on the ground and during takeoff.

Fuel with a total volume of 2300 liters was placed in four wing, fuselage and ventral 800-liter tanks. Kerosene T-1, TS-1 and T-2 were used as fuel.

The emergency escape system "SK", developed in OKB-155, was in the plane, perhaps, the most original technical solution. Great hopes were pinned on it, but subsequent operation revealed low reliability and the impossibility of saving the pilot when ejected from the ground. "SK" consisted of a folding part of the canopy, when the cockpit was opened up and forward, and an ejection seat.

The cockpit canopy is a rather complex design. I will only note its main distinctive elements. The front glass is made of silicate glass with a thickness of 14.5 mm, and the main glass is heat-resistant organic glass with a thickness of 10 mm. Directly under the windshield was a fixed screen - bulletproof glass from 62-mm triplex. The screen was supposed to protect the pilot from direct hits from shells and shrapnel; in addition, during the ejection, the rollers of the lantern were rolled across the screen, and in the event of an emergency release of the lantern, it protected the pilot from the oncoming air flow.

On the frame of the rear arc of the hinged part of the lantern there was a magnesium alloy cover. When ejected with a flashlight protection, the hatch cover was knocked out by the pyromechanism of the seat stabilizing parachute. The front part of the canopy was separated from the aft sealed part by a partition, in the sides of which there were small windows for viewing the rear hemisphere. The lantern was supplied with a liquid anti-icing system that washed the windshield. A five-liter tank of alcohol, used for these purposes, was located in the forward fuselage cock.

Nose landing gear

Main landing gear

Main landing gear design

The equipment, in addition to the standard set of flight-navigation and monitoring the operation of the engine and various instrument systems, included a command VHF radio station RSIU-5, a marker radio

MRP-56I, radio compass ARK-54I and roll autopilot KAP-1.

The aircraft was equipped with an ASP-5N-VU1 optical sight, coupled with a VRD-1 computer and an SRD-5 Kvant radio range finder, which was located under the radio-transparent fairing of the central body of the engine air intake.

The aircraft's armament included a 30 mm HP-30 cannon, as well as missile and bomb armament suspended on the BDZ-58-21 beam holders. K-13 missiles were placed on the APU-28 launchers. In addition, suspension of up to 32 ARS-57M, two ARS-212 or ARS-240 and bombs was allowed.

The pilot's outfit included a VKK-3M high-altitude compensating suit with a GSh-4M pressure helmet and a KKO-3 oxygen equipment set.

Production of MiG-21 aircraft up to 1962

* Filed by the MAP archive, but according to information received from plant number 21 - 73 aircraft

Main characteristics of the MiG-21 aircraft family


The main characteristics of the MiG-21 trainer aircraft

Despite the fact that less than a year passed from the release of the government decree to the start of flight tests of the first prototype of the future MiG-21, its fine-tuning dragged on for five years. Only in 1960, the customer received the first production MiG-21 F. Then no one could have imagined that the aircraft would very quickly receive the well-deserved recognition of military pilots in almost all corners of the planet.

The MiG-21 was widely talked about in the mid-1960s, when it began to successfully fight Phantoms and Stratofortress in the skies of Vietnam, and became a kind of standard of maneuverability and survivability. Its rivals, the American F-104 and the French Mirage III, have long since become a thing of the past, but the updated MiG-21 will continue to serve in combat for a long time, not yielding to fourth-generation fighters.

MiG-21 F-13 Indonesian Air Force

Former Iraqi MiG-21 F-13, tested in Israel

MiG-2F-13 of the USSR Air Force

MiG-21 UM of the USSR Air Force. On the plane sign "Excellent plane"

MiG-21 UM USSR Air Force

MiG-21 F Egyptian Air Force

MiG-21 F-13 tested in the USA

MiG-21 F-13 of the Yugoslav Air Force

MiG-21U of the Finnish Air Force

MiG-21 UM Hungarian Air Force