Indian Air Force To Retire MiG-21 Fighter Jets, Used In Balakot Airstrikes, By Year-End
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The Wire
7 hours ago
- The Wire
End of an Era: MiG-21's 62-Year Service Owes Less to Soviet Engineering, More to 'Desi Jugaad'
MiG-21's farewell won't just signal the retirement of a Cold War relic, but the departure of a fighter that, over decades, became thoroughly Indian in spirit. New Delhi: Few combat aircraft globally can match a service life as prolonged – and improbable – as the MiG-21's 62 years in the Indian Air Force (IAF), whose final two squadrons of around 30-odd platforms are being retired at a formal ceremony in Chandigarh on September 19. This extraordinary longevity was underpinned almost entirely by jugaad, the Indian military's inimitable culture of improvisation, ingenuity, and engineering fixes that kept these single-engine fighters flying far beyond expectations and well outside their original flight envelope and mission parameters. Through a mix of technical improvisation and squadron-level ingenuity that included integration of improved radars, indigenously developed and off-the-shelf avionics and modern missile systems, the IAF's numerous MiG-21 (NATO designation: 'Fishbed') variants evolved operationally far beyond their original Soviet design. Few supersonic jets of any era have operated such a broad mission spectrum And, over time, entire IAF base-level ecosystems grew around supporting these fighters, doing more with less to transform the MiG-21s into multi-role workhorses capable of flying reconnaissance, ground-attack, interception, precision-strike missions and air policing roles, all acknowledged admiringly by fighter pilots from around the world. Few supersonic jets of any era, let alone those from the 1960s, have operated such a broad mission spectrum, with MiG-21 fighters serving effectively in the 1965, 1971, and 1999 wars with Pakistan, in the Balakot strikes of 2019, and more recently in Operation Sindoor. Beginning with the first Mikoyan-Gurevich-designed MiG-21F-13/Type 74 in 1963, some 870 variants of the fighter entered IAF service thereafter, the majority licence-produced by Hindustan Aeronautics Limited (HAL) in Bangalore. MiG-21 inductions continued until the mid-1980s, with this fighter type eventually comprising nearly 60% of the IAF's combat fleet till the 1990s. The MiG-21s performance envelope was notable for its era: a top speed of Mach 2.1, operational ceiling of over 50,000 feet, and a rapid climb rate. But its range and payload were modest, and its early variants had rudimentary avionics, limited visibility, and posed challenging handling at low speeds. Veterans said the fighter was primarily a 'pilot's aircraft' – unforgiving of error and with minimal tolerance for laxity. Over the decades, some 450 MiG-21s had crashed, killing between 170 and 200 pilots – as well as several civilians on the ground – according to official statistics, earning the fighter ignominious labels in the Indian media such as 'flying coffins' and 'widow makers'. Multiple investigations had revealed that, apart from pilot error, many of these crashes had stemmed largely from ageing airframes, engine failures, and the relentless demands placed on a platform long past its technological prime. But eventually it was compulsion, not choice, that kept the IAF flying MiG-21s despite mounting mishaps – mainly to sustain squadron numbers. Although proposals to phase them out began surfacing as early as 2019, persistent delays in developing indigenous fighters and slow procurement of replacements left the IAF with little option but to continue with MiG-21s to fill critical operational gaps by extended their total technical life (TTL) and take on roles far beyond their original design intent. Chronic delay in indigenous Light Combat Aircraft (LCA) programme One key reason behind the MiG-21's extended service was the chronic delay in the indigenous Light Combat Aircraft (LCA) programme, launched in 1983 specifically to replace it. As a stopgap, the IAF upgraded 125 MiG-21 'Bis' fighters to 'Bison' standard in the late 1990s, incorporating a mix of Indian, Russian, French, and Israeli radar, avionics and assorted other related systems onto the fighter. These upgraded MiG-21 Bisons are the ones finally being retired in September, and their exit will reduce the IAF's fighter fleet to just 29 squadrons, well below the sanctioned strength of 42.5, underscoring the mounting strain on its operational efficiency. And though the fighters' original Tumansky R-25 engines were not replaced, they were modified with enhanced accessory drives and ancillary systems to support the heavier, electronics-laden platform. Its avionics too saw a significant boost with the integration of the lightweight Russian 'Super Kopyo' multi-mode radar and the Totem 221G ring-laser gyro inertial navigation system from France's Sextant Avionique. These were linked to a locally developed navigation and attack computer, with weapon delivery cues displayed to the pilot via a modern Head-Up Display (HUD). The upgrade also included EWS-21 radar warning receivers from Thales, Israeli countermeasure dispensers, onboard video recording systems, and indigenous electronic countermeasures (ECM). The MiG-21 Bison was also capable of deploying a much wider range of ordnance, including Russian R-73 and R-77 air-to-air missiles with ranges of 40 to 100 km, Kh-31 medium-range air-to-surface missiles, and the GSh-23 twin-barrel 23mm cannon. Meanwhile, Wing Cdr Amit Giri, a veteran MIG-21 pilot, declared that though designed as a short-range interceptor, the IAF had 'upped the game by using the MiG-21 in almost every role imaginable'. Writing in the Financial Express in late 2021, he stated that these missions had included bombing, interception, reconnaissance, providing escort to bombers over enemy territory and also training rookie pilots. He said MiG-21s had even comprised part of large force engagements (LFEs), executed to deceive the enemy and conceal the real intent regarding intended targets, thereby forcing the opposing side to deploy a large defending package to its operational disadvantage. IAF's skills in operationalising technical and operational 'jugaad' 'Let alone Western air forces, even the Russians could never have imagined the role of a MiG-21 in LFE,' Wing Cdr Giri said in a silent tribute to the IAF's skills in operationalising technical and operational 'jugaad' and optimising its war-fighting skills. However, he conceded that the IAF's continued reliance on the MiG-21 was driven more by necessity than by tactical preference. With a 'humongous amount of sky to protect,' a trickle of fighter acquisitions from abroad, and delays in indigenous development, the IAF had little choice but to shape its strategy and tactics around platforms like the MiG-21. In short, the Soviet fighter remained an analogue survivor in a digital age, but one that had stayed too long. And, as the MiG-21 takes its final bow in Chandigarh in a few weeks, its farewell won't just signal the retirement of a Cold War relic, but the departure of a fighter that, over decades, became thoroughly Indian in spirit. Its 62-year service owes less to Soviet engineering and more to the power of desi jugaad – the Indian military's unsung force multiplier. The Wire is now on WhatsApp. Follow our channel for sharp analysis and opinions on the latest developments.
NDTV
a day ago
- NDTV
British F-35's Recovery Reminds Of Daring Rescue Of Mirage 2000 Jet From Mauritius
New Delhi: The evacuation of a stranded British F-35B jet from Thiruvananthapuram on Tuesday rekindled memories of a similar problem the Indian Air Force faced two decades ago - one of its Mirage-2000 jets was badly damaged and stuck in Mauritius for 22 days before a risky and audacious operation succeeded in flying it back to India. Incidentally, it also landed in Thiruvananthapuram. The little known mission to bring back the plane will go down in India's aviation history as one of the most celebrated demonstrations of piloting skills, courage and technical ingenuity of IAF engineers who made the aircraft airworthy in a short time after it had suffered extensive damage because of a belly landing in Mauritius. It also put the spotlight on the grit and planning skill of the pilot, Sqn Ldr Jaspreet Singh, who braved dangerous weather and conducted three mid-air refuellings to bring back the repaired Mirage. He flew non-stop for five hours and 10 minutes on October 26, 2004 over the desolate Indian Ocean, where any malfunction en route would have meant almost certain disaster. "I remember that day as clearly as if it was yesterday," Jaspreet, who took retirement from the IAF in 2018, told PTI. "I was confident of undertaking this risky flight across the ocean as I had full faith in the team of exceptional technical personnel who had worked non-stop over two weeks to repair the aircraft," he said. "Military aviation is all about taking calculated risks when the mission demands, preparing for all possible contingencies and having your backup plans in place," he said. The French-built Mirage-2000 had crash-landed on October 4 at the Sir Seewoosagur-Ramgoolam International Airport in Port Louis after taking part in an air show. The belly landing had damaged the aircraft extensively, especially the underbelly auxiliary fuel tanks, the airframe, avionics and cockpit instrumentation. On the other hand, the USD 110 million F-35B jet suffered a technical snag while on a maritime exercise in the Indian Ocean and had to make an emergency landing at the Thiruvananthapuram international airport on June 14. The jet was part of the HMS Prince of Wales Carrier Strike Group of the British Royal Navy. A team of British engineers was flown in to fix the stealth fighter jet, and it finally took off for Darwin, Australia on Tuesday morning after almost 37 days. Similarly, a group of engineers, pilots and one IL-76 transport aircraft with spares and one IL-78 refuelling tanker aircraft flew from India to Port Louis, Mauritius to fix the Mirage and help bring it back. The rectification team made the aircraft ready for ground runs by October 13 and the Mirage did its first test flight on October 14, just 10 days after the landing accident. The team was faced with a task that had no precedence, given that Mirage-2000 is not cleared by the manufacturer Dassault to do a no-wheels landing, even in an emergency. Recalling the mission, an IAF officer said that Jaspreet, then posted with a fighter squadron in the Central sector, was specially chosen as the pilot to fly the aircraft back to India. The ferry route is over one of the most desolate stretches of the Indian Ocean and even for a fully serviceable single engine fighter it is considered a highly challenging task, said the officer. The fact that the ferry would also involve multiple air to air refuelling added to the overall degree of difficulty, he said. Once the aircraft had been repaired, Jaspreet carried out one taxi test and three air test sorties between October 12 and 19, during which multiple problems were revealed related to its fly-by-wire system, rudder, data display screen, throttle, brakes and fuel gauges. The 2126 nautical mile (nearly 4000 kilometer) flight to India was initially planned for October 20, but severe weather in the second half of the route, ruled out air-to-air refueling. "The inclement weather ensured that one Mirage 2000, one IL-78, one IL-76, and more than 50 IAF personnel were now stranded with the possibility that the wait could go on for weeks," said Jaspreet. However, on the morning of October 25, satellite pictures revealed that the first 1000 nautical miles (NM) of the flight route from Mauritius to TVM was clear, allowing three air to air refuelling. With the window of opportunity closing, Air Headquarters signed off for the ferry flight to take off on October 26, 2004. Jaspreet and the fighter took off at 7.55 am from a wet runway with very little fuel so as not to over stress the airframe. He entered the clouds almost immediately. But he had to ensure the first refuelling 11 minutes after take-off. There was zero margin for error. None was made. The Mirage refuelled in time and climbed safely to 25,000 feet. A second refuelling was also done successfully. Since refuelling was not possible in the final leg because of bad weather, the team came up with a plan: Jaspreet would top up fuel from the IL-78 while still 1100 NM short of Thiruvananthapuram and climb to a level above 40,000 feet to fly unaided the rest of the way. Flying at a higher altitude and optimum speed, the Mirage would consume less fuel. But it also meant flying the last 2 hours at 43,000 feet at 0.92 mach speed (or 0.92 per cent of the speed of sound). This was well beyond what the aircraft had been flight tested for. If the calculations were wrong or if a malfunction resulted in higher fuel consumption, the Mirage would have been in trouble. Explaining the feat, an expert said the single engine, single pilot Mirage jet undertook the transoceanic flight with no alternative airfields to land (in case of an emergency), travelling alone in a radar-less airspace with no direct radio contact with ground control and with bad weather which would have prevented any search and rescue operation over the ocean in case of an ejection. Along the way things were not smooth for Jaspreet. One of its radio sets failed, the fuel gauges gave incorrect indications and the oxygen almost finished in the cockpit. Yet the Mirage landed safely at Thiruvananthapuram at 2.50 pm. The next day, Jaspreet flew the Mirage to Hindustan Aeronautics Limited airfield in Bengaluru where it was fully repaired and returned to operational service almost four months later. Jaspreet was conferred the 'Vayu Sena' (Gallantry) medal by the President of India for his sincerity, exceptional courage and professionalism beyond the call of duty. "The ferry of Mirage-2000 across a stretch of 2126 nautical miles was one of the most challenging, daring and risky peacetime operations ever undertaken by a fighter aircraft in the history of the IAF," Singh's citation reads. Documenting the mission, an internal note of the IAF said: "Given the situation, not too many air forces in the world would have been bold enough to attempt this ferry. The IAF needs to be proud of this mission and the professionalism and courage shown by its personnel." PTI MPB VJ DV DV
New Indian Express
a day ago
- New Indian Express
British F-35's recovery puts spotlight on daring ferry of stranded IAF Mirage from Mauritius
NEW DELHI: The evacuation of a stranded British F-35B jet from Thiruvananthapuram on Tuesday rekindled memories of a similar problem the Indian Air Force faced two decades ago - one of its Mirage-2000 jets was badly damaged and stuck in Mauritius for 22 days before a risky and audacious operation succeeded in flying it back to India. Incidentally, it also landed in Thiruvananthapuram. The little known mission to bring back the plane will go down in India's aviation history as one of the most celebrated demonstrations of piloting skills, courage and technical ingenuity of IAF engineers who made the aircraft airworthy in a short time after it had suffered extensive damage because of a belly landing in Mauritius. It also put the spotlight on the grit and planning skill of the pilot, Sqn Ldr Jaspreet Singh, who braved dangerous weather and conducted three mid-air refuellings to bring back the repaired Mirage. He flew non-stop for five hours and 10 minutes on October 26, 2004 over the desolate Indian Ocean, where any malfunction en route would have meant almost certain disaster. "I remember that day as clearly as if it was yesterday," Jaspreet, who took retirement from the IAF in 2018, told PTI. "I was confident of undertaking this risky flight across the ocean as I had full faith in the team of exceptional technical personnel who had worked non-stop over two weeks to repair the aircraft," he said. "Military aviation is all about taking calculated risks when the mission demands, preparing for all possible contingencies and having your backup plans in place," he said. The French-built Mirage-2000 had crash-landed on October 4 at the Sir Seewoosagur-Ramgoolam International Airport in Port Louis after taking part in an air show. The belly landing had damaged the aircraft extensively, especially the underbelly auxiliary fuel tanks, the airframe, avionics and cockpit instrumentation.
