The MiG-21 Fishbed
A pictorial walk-around
The MiG-21 is a supersonic jet fighter and interceptor aircraft, designed by the Mikoyan-Gurevich Design Bereau in the Soviet Union in the early 50's. She made her first flight on June 14, 1956. The nicely swept lines and small cross-section are the hallmarks of the Fishbed.
A total of 10.158 (or 10.645) aircraft were built. 5.278 of them were manufactured in Gorki, 3203 in Moscow and 1.677 in Tbilisi. The tasks were divided clearly between the three factories: in Gorki (today again Nishni Novgorod) the single-seaters for the Soviet forces were built while Moscow made those for the export. Tbilisi delivered the twin-seaters for both the domestic and the export market. The mass production of the MiG-21 in the Soviet Union ended in 1975. In limited numbers the MiG-21 was also manufactured in China, India and Czechoslovakia.
During the 1960's and '70's, East Germany had modified their MiG-21's in a heavily upgraded MiG-21PF. In German service this would be re-designated into the MiG-21SPS.
The acronym SPS comes from sduv pogranichnogo sloya which means "blown flaps". For this, the engine was modified and received a new name R-11F2S-300. This engine redirected some air from the compressor to the flaps.
The biggest change being the ability to carry a GSh-23 gunpod on the underbelly (200 rounds). To account for the new variant again, the Germans re-designated this variant into the MiG-21SPS-K, with the K standing for Kanone to denote its ability to take a cannon pod.
This MiG-21 SPS/K is a former East German Air Force fighter and most probably built in 1964 or 1965. After her militairy career, she was brought to The Netherlands by the 'MiG Restore Team' from Twenthe AFB. After restoration and closure of Twente AFB she was handed over to the Aviodrome in 1999.
Air data boom (Pitot head, pitch vanes and yaw vanes are covered by the red plastic tube).
Engine air intake and the three-position intake shock cone. Inside the radar antenna.
On early model MiG-21's, the cone has three positions. For speeds up to Mach 1.5, the cone is fully retracted to the maximum aft position. For speeds between Mach 1.5 and Mach 1.9, the cone moves to the middle position. For speeds higher than Mach 1.9, the cone moves to the maximum forward position.
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Left and right engine air intake.
Boundary layer spill duct.
Rear-view periscope.
Dynamic pressure probe.
Intake overpressure spill door.
Nosewheel door and outside air temp sensor.
Identification Friend or Foe (IFF) antenna.
The nosewheel is cranked over at an angle close to its 47-degree maximum deflection.
Space in the nose landing gear is pretty tight, with cables and hydraulic lines having to contend for space with the gear when retracted.
'473' RED.
External canopy latch and outside temperature sensor.
Behind this panel is the gunsight computer.
This is the circuit breaker panel.
Leading edge root fillet.
Intake suction relief door. This is an auxiliary air door that was designed to remain open on the ground or at low speed with the engine gulping down more air than the annular intake could supply. The auxiliary air door closed off as ram air pressure built up in the intake duct with increasing forward speed.
Port forward airbrake panel and the ventral airbrake (retracted). Slowing down was a particular problem for the MiG 21, particularly from high speed and pilots find the plane takes a while to bleed off airspeed after throttling back. The airbrake is powered by one of the two 3,000 psi hydraulic systems.
The external 27V DC and 115V AC power connectors.
The systems onboard the airplane are relatively simple, and include 115 VAC and 28 VDC electrical networks, dual hydraulic circuits, and a mechanically commanded, hydraulically boosted flight control system.
Wing fence sticking up from the top surface.
Port 'blown' flap. The flaps were blown by bleed air for extra high-lift capability, probably to add a margin of protection against stalls at the lower speeds required for approach and landing.
VHF aerial.
Port aileron. The big ailerons give extra roll authority, and inboard of them are the trailing edge flaps which were deflected downward 25 degrees for take-off and 45 degrees for landing.
Standing at the wingtip you can see the clipped delta wing planform and the sharp leading edge typical of supersonic designs.
One Russian MiG fan thought this was the SOP antenna. Others suggested a GPS receiver.
Stepping out from under the wing, the first thing you notice is the big sucker of a wing fence sticking up from the top surface. Wing fences are used to halt the span-wise flow of air across the wing that would otherwise thicken up toward the wing tip and increase the tendency to tip stall.
Aileron hinge linkage.
A cooling air scoop and ahinge control linkage.
Big elongated intakes between wings and stabilators are for cooling the afterburner section.
"473" warms her natural metal finish in the strong sunshine.
Fuselage break point for engine removal.
Afterburner section cooling air intake.
External hydraulic pipe duct.
All-moving tailplane pivot mounting.
Tailplane control linkage.
Afterburner nozzle-jack cooling air intake.
The fairing of the radar warning receiver and above the AN/ARL-5 data link antenna.
Radar warning receiver (RWR) systems detect the radio emissions of radar systems. Their primary purpose is to issue a warning when a radar signal that might be a threat is detected, like a fighter aircraft's fire control radar.
Behind this panel is the flight recorder.
Anti flutter weight.
On vertical stabilizer: The triple rods on top are IFF antennas, the tail navigation light and the left overs of the RSBN antenna (Short range navigation system).
From left to right; - The brake parachute housing and the split conical fairing parachute doors.
Ducking under the delta wing, you can see the main landing gear strut and its 80 x 20 cm tyre and its pneumatic multi-disc brake unit.
Torque scissor links and hinged axle linkage, wheel remains upright on retraction.
A retractable landing lamp sits flush in the lower wing a little way behind the landing gear bay.
Hydraulic retraction jack/lock strut.
A rusty bulky oxygen bottle. The smaller blue ones are pneumatic system air bottles.
Here's the landing gear bay.
In the roof of the bay, you can see the structural members running across the roof that help to stiffen the upper wing skin.
Landing gear bays are normally filthy places on all types of aircraft and make a highly aggressive environment for any equipment that is installed there.
SRPD-99 booster mouting (In case of a rocket assited take off).
Engine accessory equipment access panels.
The aft airbrake (ofcourse in closed position when carring the Gsh gun-pod).
Aileron hinge control linkage.
Afterburner nozzle-jack cooling air intake.
This looks like a spring loaded vent which helps cooling air get into the afterburner ducting. Its also a an inspection point for the hydraulic connections for the elevator booster and the afterburner nozzle acuators.
Underwing right hand side with the ventral fin clearly visible.
Antenna for the radio altimeter.
The landing gear bay on the right hand side.
Starboard forward airbrake panel. You can just make out the air brake actuator poking out on the MiG's forward fuselage.
Close-up of the starboard forward airbrake panel.
The Gryazev-Shipunov GSh-23 twin-barrel 23mm cannon.
The ammunition loading door and the cartridge case collector box in its semi-recessed ventral cannon housing fairing with gun gas vents.
The business end of the 23 mm cannon. 200 rounds of ammunition were carried.
The MiG is powered by a Tumansky R25-300, 4,100 kgf, 7,099 kgf with afterburner. Her top speed was 2.230 km/hr. and the max range was 1.210 km.
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Exhaust nozzle fairing.
Variable afterburner nozzle.
- The End -
The MiG-21 Fishbed was the mainstay of many Warsaw Pact air forces, including the former German Democratic Republic. Doug Gordon examines the service of the MiG-21 with the GDR’s air force.
A MiG-21M of reconnaissance squadron TAFS-47, one of three Fishbed squadrons based at Preschen attached to JG 3. Between 1962 and 1990, the East German Air Force (LSK NVA) operated more than 550 MiG-21s.
Udo ‘Sadzu’ Sadzulewski
If the success of a fighter is judged by service longevity and numbers produced then the Mikoyan-Gurevich MiG-21 could be the most successful fighter of the past 60 years.
The first production MiG-21F (NATO reporting name Fishbed) entered service with the Soviet Air Force in the latter months of 1958 after a development programme that had started in 1953. In the aftermath of the Korean conflict, the Soviet government had issued a requirement for an aircraft capable of reaching Mach 2 at an altitude of 20,000m (65,617ft) with gun armament. The initial MiG-21F was fitted with two 30mm Nudelman-Rikhter NR-30 cannons in the forward fuselage, but infrared air-to-air missiles were soon added. Production continued until 1985 and approximately 13,500 MiG-21s served in the air forces of more than 50 nations, this figure including 851 aircraft built under licence in India and Czechoslovakia.
Throughout its long production run the Fishbed was continually upgraded. Nine basic variants were developed, culminating in the MiG-21bis, which entered service between 1972 and 1974. MiG-21s were produced in three factories in the USSR: the facility in Moscow generally built single-seat aircraft for export; Gorky handled the single-seat variants for the Soviet Air Force, and Tbilisi the two-seat variants.
The countries of the Warsaw Pact were the principal recipients of the MiG-21. The East German Air Force of the National People’s Army (Luftstreitkräfte der Nationalen Volksarmee: LSK der NVA) flew the Fishbed for 28 years.
The MiG-21F-13 was the first variant of the fighter to serve with the LSK, entering service with Jagdfliegergeschwader 8 (JG 8) in May 1962 at Marxwalde.
Michael Wegerich
INTO EAST GERMAN SERVICE
The LSK was one of the first of the Warsaw Pact air arms to receive the type. East Germany was going to be in the front line of any conflict with the west in the event of invasion by NATO air and ground forces. It was important that the LSK was equipped with the best that the Soviet Union could provide, and in terms of fighters, that was the MiG-21.
The MiG-21F (Fishbed-B) production run was restricted to 99 aircraft and was superseded by the MiG-21F-13 (Fishbed-C). This variant differed from its predecessor by the addition of underwing hard points to carry the Vympel R-3 air-to-air missile (NATO reporting name AA-2 Atoll). The left cannon and magazine were removed to compensate for the increase in weight.
On May 4, 1962 the first ’F-13 landed at Marxwalde airfield, east of Berlin, the home of Jagdfliegergeschwader 8 (JG 8). On June 20, a German pilot undertook the type’s first flight from Marxwalde wearing full national insignia. Between 1962 and 1964 two further wings converted to the type: JG 3 based at Preschen and JG 9 at Peenemünde.
The MiG-21F-13 was primarily an interceptor and in this role was required to be on alert, armed and ready to take off and engage any unidentified aircraft entering East German air space. In November 1962 the first Fishbed Duty System (Diensthabendes System: DHS) was established at Marxwalde with a MiG-21F-13 of JG 8 on alert armed with two R-3 air-to-air missiles. The DHS was the equivalent of NATO’s QRA (Quick Reaction Alert).
A regular exercise held for the MiG-21 squadrons was the ABC alert, involving operations on airfields contaminated by simulated atomic, biological or chemical weapons. Personnel in the control tower and in the command post wore protective masks until appropriate filter plants were operational.
Michael Wegerich
The Fishbed-C was much loved by the pilots who flew it. A good thrust-to-weight ratio gave the aircraft excellent manoeuvrability; something that was often found wanting in later versions as the weight increased. It could reach a maximum interception altitude of 19,000m (62,336ft) but on the down side it had a high landing speed, recurring engine problems, and some significant issues with the ejection seat.
The MiG-21F-13 began to be retired from the LSK’s frontline squadrons in the mid-1960s as the second-generation Fishbeds came on line. Almost all of the old aircraft from all three wings were transferred initially to the training wing Fliegerausbildungsgeschwader 15 (FAG 15) at Rothenburg. Just one squadron of JG 3 retained its Fishbed-Cs until 1974 when they were transferred to a reconnaissance unit, Aufklärungsfliegerstaffel 47 (AFS 47) activated at Preschen, and initially subordinate to JG 3.
The aircraft were fitted with cameras in place of the right landing light. The ’F-13s flew in the recce role until 1985 when they were replaced by the MiG-21M. A second unit, AFS 87, was activated in on November 1, 1989 at Cottbus-Drewitz. It received 12 MiG-21Ms and two MiG-21UMs which had been operated by JG 7 before it was deactivated in 1988. Both recce units were disbanded on April 1, 1991.
Then-leutnant Michael Wegerich (who retired as a Oberstleutnant/Lieutenant Colonel) was one of the many pilots who trained on the Fishbed-C. He remembers the aircraft with pride: “When I stood in front of the MiG-21F-13 at the age of 21 and prepared for the next flight, I looked at the machine with respect and awe. It was fast, agile, powerful, and wanted to be mastered. It forgave little mistakes and experienced pilots had won victories in air combat against more modern American aircraft. I was and still am proud today that I was allowed to fly and master this machine so young.”
Two MiG-21SPS of JG 1 at Cottbus, aircraft 841 carrying an R3-U under the port wing. This was a non-firing acquisition training round for the R-3S AAM.
Michael Wegerich
SECOND GENERATION FISHBEDS
The MiG-21PF (Fishbed-D) first entered service with the LSK in December 1964 when it was assigned to JG 1 at Cottbus-Drewitz. Simultaneously, JG 8 at Marxwalde received the MiG-21PFM (Fishbed-D). There is some confusion regarding the designation of the second-generation MiG-21s that served with the LSK. The first MiG-21PFs delivered to JG 8 were redesignated by the East Germans as PFM (Fishbed-E), the M standing for ‘modernised’. The Soviets also separately used the PFM designation and when aircraft of this standard later arrived for the LSK, the Germans designated them as MiG-21SPS (Fishbed-F). In addition to JG 8 and JG 1, the ’PF/PFM/SPS variants of the MiG-21 served with JG 3 based at Preschen, JG 7 at Drewitz, JG 2 at Neubrandenburg, JG 9 at Peenemünde and FAG 15 at Rothenburg.
Design priorities for the second-generation were to give it an all-weather role and extend the endurance. An upgraded Tumansky R-11F2-300 engine had greater thrust, 6,120kp (Kilopond meaning Kilogramme Force was a Russian unit for measuring thrust until the 1980s/13,492lb) and by increasing the diameter of the fuselage behind the cockpit a larger internal fuel supply could be carried. The wheels were enlarged, both to compensate for the extra weight and facilitate landings on unconventional runways and unprepared surfaces, such as tarmac roads and grass. The Fishbed-D was fitted initially with a TsD-30T radar in a modified adjustable nose cone and to facilitate this the intake was enlarged. Later models were given the RP-21 Sapfir radar (Spin Scan), which had a maximum detection range of 20km (12.4 miles) and the ability to lock-on from 10km (6.2 miles).
The ’SPS differed in being modified to improve the low speed and landing characteristics. An updated R-11F2S-300 engine enabled Grenzschichtablösung (boundary layer blowing), a system whereby air was blown from the compressor over the entire width of the flaps when lowered to 45°. This reduced the approach and touchdown speed by about 40km/h (25mph) compared with the MiG-21F-13.
Michael Wegerich in the cockpit of his MiG-21F-13 after a successful flight.
Michael Wegerich
The lower touchdown speed also shortened the roll-out distance and placed less stress on the airframe and brakes. The ’SPS was the first version to be equipped with startovyi porohovoi raketny dvigatel (SPRD/rocket assisted take off gear) booster rockets. Mounted on the left and right of the fuselage, these accelerated the ’SPS so much that the take-off distance halved to approximately 1,150-1,476ft (350-450m). A side-opening canopy replaced the forward-hinged opening unit of the Fishbed-D.
This development was necessary because a new type of ejection seat was fitted, the KM-1, which could be operated at ground level and on take-off and landing, which the previous ejection seat, the SK, could not do. Although the second generation of Fishbeds were not fitted with a cannon, later models of the ’SPS could accommodate a GP-9 gun pack containing two GSh-23 twin-barrel 23mm cannons on the centreline station. This variant was known as the ’SPS-K.
Now an Oberstleutnant (Lt Col) Michael Wegerich flew the MiG-21SPS while with JG 1 at Cottbus-Drewitz and declared it his favourite variant: “Even though I was excited by the ’F-13, my favourite was the ’SPS. It was very stable and responded readily to control inputs. The controls were not as sensitive as those of the ’F-13. This made flying easier, especially when identifying interception targets in clouds or at night.
MiG-21MF, 681, of JG 3 rolls off the ramp at Preschen heading to the runway.
Michael Wegerich
“With only two weapons stations, the ’SPS was very light compared with its successors and it had the powerful R-11F2S-300 engine with 6,175kp [13,613lb] thrust with afterburner [compared with 5,740kp/12,654lb of the ’F-13]. The ’SPS had a thrust-to-weight ratio greater than 0.8 [0.815] and was thus my ‘MiG-Sport’.”
As a result, relatively tight manoeuvres were possible at all altitudes. The ’SPS could fly up to 8.5g, whereas the ’F-13 was limited to 8g. Wegerich continues: “The ’SPS accelerated supersonically well compared with the other versions. This was due to the powerful engine, the relatively low weight but also the new automatically adjustable nose cone which regulated the air flow governed by engine speed, speed, altitude and angle of attack, so that an optimal supply of air to the engine under all flight conditions was possible.”
The MiG-21SPS was also fitted with the Lazur (‘azure’) data link. This enabled communication from the Ground Control Intercept (GCI) station to the pilot to be made in complete radio silence.
Two MiG-21s undergoing undercover maintenance at Rothenburg. In addition to training squadron FAG-15, all MiG-21 units had their own two-seaters.
Michael Wegerich
THIRD GENERATION
Just as the MiG-21 had been born from the lessons learnt in the Korean conflict, the later developments of the aircraft owed much to the experiences of those who flew the aircraft in Southeast Asia against, primarily, the F-4 Phantom II.
From late 1968 and into late 1970 the LSK units received the first of the type’s third generation, the MiG-21M (Fishbed-G) with them being received by JG 8 (now named ‘Hermann Matern’) at Marxwalde, JG 9 ‘Heinrich Rau’ at Peenemunde and JG 7 ‘Wilhelm Pieck’ at Drewitz. In the last years before reunification, in 1988 and 1989, respectively, JG 3 and JG 2 also received the variant.
The Fishbed-G was underpowered, having the same engine as its predecessor, the MiG-21SPS, while weighing 500kg (1,102lb) more. The increase in weight was due to a number of factors, including having an internal GSh-23 twin-barrel 23mm cannon (previous variants had carried this weapon externally on the centreline station). The internal carriage of the cannon enabled a fuel tank to be carried on the centreline position.
Two pylons were provided under each wing to carry a variety of stores, including the R-3S (Atoll) air-to-air missile, unguided rockets, and additional fuel. By now with JG 8 at Marxwalde, Lt Col Wegerich flew both the ’M and the ’MF: “The MiG-21M was not much appreciated by the LSK pilots, although it had better equipment. With the MiG-21PFM/SPS, interception flights at 18,000m altitude or higher were normal, but with the MiG-21M it was almost impossible to combat targets over 14,500m. Nevertheless, the MiG-21M remained in service until the German Democratic Republic ceased to be.
JG 3 night operations at Preschen, in the southeast of the country.
Michael Wegerich
During this time, the ’M was modernised [to the same configuration as] the ’PFM/SPS. It was also converted to use the R-60 [Aphid] air-to-air missile and a periscope on the cockpit roof was added (and on subsequent singe-seat versions) to give a better view to the rear. On the two-seat trainers the back cockpit had a periscope which faced forward (only raised for take-off and landing) to provide the instructor a better view. Many MiG-21Ms were upgraded with the more powerful R-13-300 engine, which was standard on its successor, the MiG-21MF.”
The MiG-21MF [Fishbed-J) was the export version of the MiG-21SM. It benefited from enhancements implemented resulting from analysis of combat in Vietnam and the Middle East. Many features were retrofitted in the previous versions, such as the cabin roof periscope. The more powerful (6,495kp/14,320lb st) R-13-300 engine and improved radar made the MiG-21MF more capable. The optical sight was also revised.
The LSK received its first ’MF in 1972 from the Moscow Aircraft Factory and these were the first to be delivered in camouflage paint. The last 12 aircraft came from the Gorky aircraft factory in 1975 with an unusual grey-blue camouflage and mysteriously sporting Vietnamese national insignia. These aircraft were assembled to a higher standard and incorporated some minor changes. The variant was called the MiG-21MF75.
MiG-21MF, 781, became one of a substantial number of LSK Fishbeds that made it into preservation and is now at a museum in Neuenkirchen, northeastern Germany.
Michael Wegerich
LAST OF THE SINGLE-SEATERS
The final single-seat version of the Fishbed to fly with the LSK was the MiG-21bis (Fishbed-L). This was developed directly from the MiG-21MF and the MiG-21SMT (Fishbed-K); and incorporated many features in development for the MiG-23. Although similar in design and appearance to its predecessors, the ’bis was practically a new aircraft. It was built almost entirely of titanium and aluminium alloys stressed to 8.5g.
The fuel system and titanium fuel cells were completely redesigned and the spine of the aircraft was marginally larger than the ’M and ’MF variants. The Fishbed-L had a new more powerful 6,803kp (15,100lb st) Tumansky R-25-300 engine and the type was optimised for low-to medium-altitude aerial combat and carried the GSh-23L internal cannon. Additional air-to-air weapons were the R-13M and the Vympel R-60 and R-60M agile infrared dogfighting missile. The RSBN-5S short-range navigation system, similar to the USAF’s Tactical Air Navigation (TACAN) system was added, and the radar was an upgraded RP-22.
There were two variants of the ’bis serving with the LSK. The MiG-21bis SAU was fitted with an Instrument Landing System (ILS) and could be recognised by additional antennae under the forward part of the intake trunk and on the vertical stabiliser. This distinguished it from those MiG-21bis versions fitted with the Lazur data link.
In the summer of 1986, Maj Michael Wegerich led a detachment of the MiG-21SPS variant from JG 1 to live training exercises at Astrakhan in southern Russia, which included practice intercepts against the resident MiG-23s.
Michael Wegerich
Lt Col Wegerich recalls how the Lazur functioned: “This system ensured the transmission of the control commands without [voice] radio. Over a radio link, routing information was automatically transmitted over 20 channels and the commands were displayed on the flight instruments by moving markers [small triangles].” To follow the commands all that was needed was to bring the hands of the flight instruments over the markers. “Each new command was announced by an acoustic signal. In this way commands for altitude, speed and course [changes] were transmitted. Also commands for switching the afterburner on or off, interception and target information were displayed to the pilot. This method had to be practised regularly because the interception took place under complete radio silence [and] proved to be very safe and reliable.”
The development of the two seat trainer version of the MiG-21 began in 1959 and the first variant, the MiG-21U (NATO reporting name Mongol), which was based on the MiG-21F-13, entered East German service in 1965 with FAG-15 at Rothenburg. Subsequent deliveries were made to the MiG-21 wings. The MiG-21U could carry the same armaments as the Fishbed-C.
The MiG-21U was followed into service between 1968 and 1970 by the MiG-21US. (Mongol-B). This aircraft was used as a trainer for the MiG-21PFM and MiG-21SPS and had the R-11F2S-300 engine and blown flaps. The MiG-21UM, also codenamed Mongol-B, entered the LSK inventory between 1971 and 1978.
A trio of JG 1 MiG-21SPS fighters on the flightline at Astrakhan.
Michael Wegerich
INTERCEPTOR MISSION
The primary mission of all the MiG-21 units with the exception of the two tactical reconnaissance squadrons was air defence. Pilots were trained in intercepting and combating all types of enemy aircraft which might invade the airspace of the GDR, from fighter and bomber aircraft in addition to transport aircraft and helicopters. In wartime the MiG-21 units would also participate in the destruction of reconnaissance, early warning, command and control and electronic warfare and jamming aircraft. In addition they were tasked with providing aerial cover for NVA naval and ground forces operating within the GDR – the limited range of the aircraft generally precluding operations outside the country’s territory.
The interceptor mission was practised regularly and intensively. In addition, qualified pilots were obliged to take part in the DHS alert which was considered a very high priority and if a pilot failed to perform satisfactorily, even on training missions, disciplinary sanctions could be quite harsh. Leutnant Ron Triegel flew the MiG-21M and ’MF with JG 3 at Preschen: “Since every scramble was considered to be a flight to defend the values of the communist system, you may imagine that the pressure to successfully accomplish the mission was great. During my time as QRA pilot, I never had a scramble based on a real incident. All missions were just for readiness verification purposes.”
Triegel continues: “Normally the [DHS] crew consisted of one more experienced pilot and often a younger pilot with fewer skills and less weather minima in a day/ night shift system. The whole QRA mission was strictly controlled by GCI, who actually defined all intercept parameters and passed these either via radio or Lazur to the pilot. The pilot just had to report when he reached the different stages of the intercept, such as when reaching ordered headings/altitudes, target detection or lock-on, friend/foe response, visual ID and so on."
A MiG-21M takes off using SPRD-99 Rocket Assisted Take Off (RATO) units. They were used for MiG-21 combat missions from short concrete or grass runways.
Dirk Paatz
Lt Col Wegerich regularly stood DHS alert and emphasises just how important it was: “The DHS was given very high priority. Even in weather conditions in which normal flight operations were no longer performed for combat training [cloud base below 200m, visibility below 2km] a DHS deployment was allowed under certain circumstances.” The official QRA handbook, in Appendix No.6, Section 7 ‘The use in DHS’ stated: “The launch of the on-duty fighter aircraft below the minimum weather for landing is only permitted to combat fighter jets and unmanned LAM [Land Attack Missiles] of capitalist states...if at least one alternate aerodrome is less than 300km from the launch site with weather conditions that are at least equal to the landing minimum of the fighters available. If no alternate aerodrome is available, then the take-off is only permitted with the approval of the Deputy Minister and Chief LSK/LV or Chief of Staff.”
The weapons load for DHS Fishbeds for the MiG-21F-13 was a loaded gun and two R-3S missiles. With the advent of the all-weather capable ’PF and the ’PFM/SPS the DHS armament was two R-3S infrared missiles or two RS-2US (Alkali) radar-guided missiles.
There are few recorded instances of MiG-21s being scrambled to intercept NATO aircraft crossing the border into the GDR. In 1962, however, a Hawker Sea Hawk of the German Navy’s Marinefliegergeschwader 2 (MFG 2) was returning to its base at Schleswig-Jagel when it inadvertently crossed into East German air space. Two MiG-21s were scrambled and on identifying the aircraft they fired on it with their cannons. The Sea Hawk was hit but the pilot managed to limp back over the border and make an emergency landing at Bremen.
The East German Air Force’s MiG-21s were key to the defence of the GDR. Doug Gordon continues the story of their Cold War operations and hears how it might have fared against its Luftwaffe counterparts.
A MiG-21M takes of with SPRD-99 Rocket Assisted Take Of (RATO). It would be used for MiG-21 combat missions from short concrete or grass runways. Two rocket booster rockets were mounted on each side of the fuselage and dropped after launch.
Dirk
One day in the autumn of 1976 Luftstreitkräfte der Nationalen Volksarmee (LSK-NVA) MiG-21 pilot Michael Wegerich was on a training flight to practice daytime interception. He was vectored to what he was told was an unknown target. The aircraft to his surprise turned out to be a MiG-23. Unknown to Michael and his squadron, the MiG-23 had been flying with fighter wing (Jagdgeschwader) JG 9 at Peenemünde for two years. There was great secrecy within the LSK and throughout the Warsaw Pact forces – pilots and other personnel operated strictly on a need-to-know basis. This was to avoid the inadvertent dissemination of information regarding the structures, capabilities, plans and intentions of the forces, as well as details regarding modern weapons and command systems. Such secrecy, though deemed essential, had the drawback of the possibility of shooting down one of your own aircraft.
Operations against helicopters were an important part of the training undertaken by the pilots. Tactics were developed and practised regularly, usually against a Mi-4, Mi-8 and occasionally a Mi-24, which flew at an altitude of 300m (984ft) at a speed of 68-75mph (110 to 120km/h). The intercepting MiGs usually flew in pairs at an initial minimum height of 700m (2,297ft). Having located the target helicopter the MiGs would dive at a speed of 700 to 800km/h (435-497mph) and attack in line astern and open fire with cannon at a height of approximately 600 to 700m (1,969-2,297ft). Although it was possible to attack helicopters with R-3S missiles, cannon and unguided rockets were considered more appropriate considering the short target detection distance.
Positioned in one of the many dispersal areas at Preschen, this MiG-21MF is fitted with a 800 lit fuel tank under the fuselage and 490 lit tanks on two pylons on each wing.
Udo ‘Sadzu’ Sadzulewski
Air-to-ground tactics were also practised by the MiG-21 squadrons, though not with the same intensity as the interceptor mission, which was paramount. Pilot Leutnant Ron Triegel particularly enjoyed this aspect of training at the range regularly used by the LSK at Jerischke. He recalls: “One of the training requirements besides the air-to-air stuff was to qualify in the air-to-ground attacks using S-5 unguided rockets in UB-16 or UB-32 launchers. I loved this sort of training during the L-39 [Albatros trainer] phase and scored quite well. However, since it was not the norm to employ live weapons, the preparation phase a day before was completely filled with excitement and rigorous discipline, because at the end of that day, the pilots assigned for the live shooting campaign had to pass quite challenging test questions before being allowed to fly the next.
"We normally flew to the range, which in our case was pretty close to our main base, either in two- or four-ships, split the formation on approach and started initially with two or three dry runs before switching ‘Master Arm’ to the hot position. The usual procedure to shoot unguided rockets was the standard range pattern, which allowed for accommodation of four jets simultaneously and enabled the pilots to achieve the required 20-30° dive angle. The S-5 rockets had a very short burning time and their flight path started dropping downwards shortly after launch. As a result it was almost impossible to follow the flight path of the rockets to check for the impact points. Doing so would have definitely led to busting the minimum safety altitude.”
The development of the two-seat trainer version began in 1959 and the first variant, the MiG-21U (Mongol), which was based on the MiG-21F-13 and could carry the same armament as the Fishbed-C, entered service with the LSK in 1965 with training wing Fliegerausbildungsgeschwader 15 (FAG 15) at Rothenburg. Subsequent deliveries were made to the fighter wings.
The ’U was followed into service between 1968 and 1970 by the MiG-21US. (Mongol-B). This aircraft was used as a trainer for the ’PFM and ’SPS and had the R-11F2S-300 engine and blown flaps. For pilots destined to fl y the latter, this trainer was an invaluable aid. The MiG-21UM, also codenamed Mongol-B, entered the LSK inventory between 1971 and 1978.
For practice intercept sorties the MiG-21SPS was fitted with the R-3U monitoring pod which simulated an attack and recorded all the details for later analysis.
Michael Wegerich
TRAINING IN RUSSIA
Every few years all squadrons and their pilots had to detach to Astrakhan in southern Russia to qualify in live firings with guided missiles against real targets, in this case Lavochkin LA-17 unmanned remote controlled vehicle. Prior to 1986 Warsaw Pact pilots were detached to Astrakhan to fly Soviet aircraft. When Michael Wegerich (now a major) led 2 Sqn of JG 1 the 3,300km (2,051 miles) to Astrakhan in the summer of 1986 it was the first time that a unit of the LSK had deployed with its own aircraft, its own weapons and equipment and its own technical, flying, flight control and GCI personnel.
The squadron would be evaluated on the number of targets shot down and by what means, the overall quality of the unit management, and the appropriateness and accuracy of the tactical decisions made.
For three months prior to the deployment all pilots in the squadron were stringently tested in high- and medium-level interception; and so were the aircraft that they flew. Out of the 50 MiG-21SPS examples assigned to JG 1, 12 would be selected for the deployment. And of all the pilots on the wing, only the most experienced would go. This evaluation was one that would not be allowed to fail! Maj Wegerich: “All 12 aircraft were taken out of service in good time, thoroughly repaired and repainted. The machines prepared in this way were a pleasure. They looked as new and flew like that, although some aircraft were almost as old as our youngest pilots. On one of the stopover airfields in the Soviet Union, one of us was asked by a Su-24 pilot if our MiGs were the most modern and what kind of modification that was, because he’d never seen anything like ours before. No wonder, he was far too young to know our old MiGs. Our brand-new looking aircraft were already 18 years old!
This MiG-21M of TAFS-47 taking of from Preschen is carrying a CLA-87 reconnaissance pod under its port wing.
Udo ‘Sadzu’ Sadzulewski
“The requirements were high. Everyone was under a certain pressure to succeed. Anyone who failed once or twice and did not reach the required standards was stamped as mediocre or weak and was no longer among the nominees. The evaluation of the flight data recorder and gun cameras was carried out during the preparatory flights, not by the squadron, but by the flight department of the staff to ensure an objective evaluation and to exclude manipulation. Also violations of specifications and safety regulations were severely punished in the preparation phase.”
The deployment started early one morning with a unannounced alert. All pilots were in their cockpits and ready to go within 30 minutes. The 12 MiG-21SPS took of for their first stop at Preschen, on the Polish border, home of JG 3. The relatively uneventful journey to Astrakhan was via Tscherljany, Starokonstantinow and Kramatorsk (all in Ukraine) and Salsk (Russia).
The day after arriving at the base the squadron was hard at work. There were briefings by the Soviets in charge of the facility and later, practice intercepts against various targets including MiG-23s. After several days of evaluations, and with all the squadron pilots successfully checked out, the live firing against the LA-17s began.
A Lavochkin LA-17K unmanned aerial target at Astrakhan. The LA-17 first flew in the mid-1950s and remained in service until the late 1980s.
Michael Wegerich
Michael Wegerich was the first pilot to ‘hunt’ the LA-17. Armed with two R-3S missiles, his aircraft, 560, took of and he was followed by two more MiGs whose task was to shoot down the LA-17 if he failed. If they in turn failed to kill the target then that role fell to a Russian anti-aircraft unit some 200km (124 miles) north of Astrakhan. In the event, Michael’s flight was successful and he scored a direct hit on the target.
He recalled arriving back to the base. “When I rolled back to my parking spot, a bunch of people had already gathered there. They had followed the direct hit, which was quite rare, on the radio receivers or at the radar screens. Often the La-17 was only damaged, lost its height or spiralled out of control, so an AAA battery had to be used before the Lavochkin left the shooting range. When I left the cockpit, the comrades cheered me.”
All five LA-17s allocated to the squadron were shot down during the period of the deployment at Astrakhan and the unit returned to Cottbus with a ‘Very Good’ rating.
A MiG-21MF under tow at Preschen. The NVA received its initial example of this variant in 1972. It was the first variant to be delivered in a camouflage scheme.
Michael Wegerich.
DISPERSAL
One of the most important aspects of a MiG-21 wing’s training concerned the dispersal and decentralisation of aircraft, aircrew and support staff. In the event of hostilities breaking out with NATO forces it was considered paramount that air operations in defence of the country should not be compromised by any inability to operate from the permanent airfields. Consequently the units had alternate bases from which they could operate – for example, JG 1’s MiGs could use an auxiliary airstrip in the forest near Alteno around 80km (50 miles) south of Berlin, comprising a prepared runway and grass strips. In addition the wings would also practise landing on motorway sections (Autobahnabschnitten or ABA). The section of the autobahn that JG 1 used for training purposes was the ABA Forst, a 3.3km (2.1 mile) stretch between Cottbus and the Polish border, which it crossed near the town of Forst. The ABA was closed for two to three weeks, taken over by the LSK, and prepared for aircraft operations.
The dispersal bases were not only used for routine training purposes, but also for Gefechtsflugtag exercises designed to test the squadrons under wartime combat conditions. Squadrons could be deployed monthly at very short notice and were required to have all 12 of their aircraft armed and at Readiness State 1 (Bereitschaftsstufe 1) within three hours.
Having returned from a successful training mission, MiG-21U, 247, is inspected by a technician.
Michael Wegerich
The dispersal base at Alteno was used by other units as well as JG 1, mainly by JG 3 at Preschen due to its proximity. The then Oberstleutnant (Lt Col) Wegerich recalls a particular training event when he was 2 Squadron commander at Cottbus. “An exercise had begun, all 12 aircraft were on Readiness Stage 1. It was 10pm when the readiness was suspended and live missiles were removed from the aircraft. That meant possible night operations or flights in the early morning hours were to commence. The squadron was still fully occupied, but those not on the duty staff went to rest. At about 11.30pm the telephone in the command post rang. It was the wing commander, Col Kernchen, who said: ‘Attention: You are to move the squadron to the airfield at Alteno and report to me the combat readiness of 12 aircraft in three hours. It is exactly 23:30 – repeat!’ I repeated the order. There could not be questions, they were superfluous. The order was exactly what we should have been prepared to do, according to the squadron [standing orders], however we had never trained for this exercise at night and within the short time schedule.”
In the event, within the prescribed time, 12 MiG-21s were refuelled and armed with live missiles at Readiness Stage 1 at Alteno, even though the support convoy had to travel the 30 miles (50km) from Cottbus to the airstrip by road.
Between 1968 and 1970 the MiG-21U was followed into service by the MiG-21US. This aircraft was used as a trainer for the MiG-21PFM and MiG-21SPS and had the R-11F2S-300 engine and blown flaps.
Michael Wegerich
THE ENDGAME
Prior to the official reunification of Germany in October 1990, LSK operations with the MiG-21 units were suspended. The Diensthabendes System (Duty System/DHS), the equivalent of NATO’s quick reaction alert, was finally stood down on September 29, 1990. Following reunification, work began to get rid of the MiG-21s now in the inventory of the Luftwaffe. Around 150 examples found their way into museums, but by 1993 they were the only ones remaining of the 560-plus operated by the LSK over the years, the rest of the survivors being scrapped. There were approximately 285 MiG-21 pilots still on duty in 1990, but only 11 pilots were retrained to fly the McDonnell Douglas F-4F Phantom. Over 250 MiG-21 pilots were fired after October 1990 and faced an uncertain future.
Although the MiG-21 was tested in many war zones throughout the world during its long career, thankfully it never saw combat in Europe during the Cold War. But how would it have fared against a NATO force? Retired pilot Oberstleutnant Karl Körschner flew the type for 25 years after joining the LSK in 1964.
The next two-seater variant was the MiG-21UM, which entered service with the LSK between 1971 and 1978. Here, 231, taxies prior to taking off from Preschen.
Udo ‘Sadzu’ Sadzulewski
We will give him the last word as he recalls an event in 1989 when pilots from a Luftwaffe F-4F fighter-bomber squadron arrived at Holzdorf to see how JG 1 would react to a strike on the base by Phantoms: “I was with the squadron commander and pilots of the F-4F squadron in the control tower. After the demonstration started, the F-4 squadron commander asked how many planes were being used on that day. The answer was 36. He then asked, ‘And how long does the flight shift take?’ He was told eight hours, because this was a so-called combat flight day.
"The next question was: ‘And how many planes do you have ready at the end of the shift?’ The answer again was 36. He asked how we managed that and was told that back-ups would be available in the event of aircraft becoming unserviceable, and that defects would be rectified immediately – there were always 36.”
Körschner also recounted how the F-4F squadron commander said that an attack on the airfield would be a surprise and so no MiGs would have got airborne before the strike. However, the former East German personnel worked out the flight duration of the F-4s to the point where their bombs or missiles could be deployed against the airfield and found that they would have been detected by air defence radar 15 to 17 minutes beforehand.
When the Bundeswehr took over the MiG-21 squadrons it lost no time in giving the aircraft new serial numbers and tail insignia. This MiG-21UM at Preschen now carries the Luftwaffe code 23+59.
Udo ‘Sadzu’ Sadzulewski
A code word was sent to the leaders of the MiG-21 squadrons, which triggered a combat launch. At Holzdorf the takeoff could be made on the main runway in pairs, grass tracks on both sides of the main runway, and on the auxiliary runway with a take-off interval of 15-20 seconds. After less than 12 minutes, 36 MiG-21s were in the air. The Luftwaffe pilots said that because some F-4Fs would have managed to destroy the runway with their Maverick missiles, the MiGs would not find it so easy to return to their base without any losses. And what if the F-4Fs had destroyed the entire runway and it was unusable? Again, the pilots received a code word and all landed left and right of the runway on the grass.
Körschner added: “The F-4 pilots did not know that we could land on grass because their landing gear was not designed for it. We told them we also used motorways during exercises. The [F-4F] squadron commander said: ‘We have not been told the truth – it was always claimed that you only had scrap. We would take-off, fulfil our mission and then fly back, drink coffee and everything would be OK.’” Körschner concludes that if there had been a war with the West the underestimation of the East German MiG-21s in his opinion would have meant that NATO aircrew “would have paid dearly for it in wartime.”
Around 150 East German MiG-21 ended up in museums, such as this example in the Museo de Aeronáutica y Astronáutica at Cuatro Vientos in Madrid.
AirTeamIma
A MiG-21M of reconnaissance squadron TAFS-47, one of three Fishbed squadrons based at Preschen attached to JG 3. Between 1962 and 1990, the East German Air Force (LSK NVA) operated more than 550 MiG-21s.
Udo ‘Sadzu’ Sadzulewski
If the success of a fighter is judged by service longevity and numbers produced then the Mikoyan-Gurevich MiG-21 could be the most successful fighter of the past 60 years.
The first production MiG-21F (NATO reporting name Fishbed) entered service with the Soviet Air Force in the latter months of 1958 after a development programme that had started in 1953. In the aftermath of the Korean conflict, the Soviet government had issued a requirement for an aircraft capable of reaching Mach 2 at an altitude of 20,000m (65,617ft) with gun armament. The initial MiG-21F was fitted with two 30mm Nudelman-Rikhter NR-30 cannons in the forward fuselage, but infrared air-to-air missiles were soon added. Production continued until 1985 and approximately 13,500 MiG-21s served in the air forces of more than 50 nations, this figure including 851 aircraft built under licence in India and Czechoslovakia.
Throughout its long production run the Fishbed was continually upgraded. Nine basic variants were developed, culminating in the MiG-21bis, which entered service between 1972 and 1974. MiG-21s were produced in three factories in the USSR: the facility in Moscow generally built single-seat aircraft for export; Gorky handled the single-seat variants for the Soviet Air Force, and Tbilisi the two-seat variants.
The countries of the Warsaw Pact were the principal recipients of the MiG-21. The East German Air Force of the National People’s Army (Luftstreitkräfte der Nationalen Volksarmee: LSK der NVA) flew the Fishbed for 28 years.
The MiG-21F-13 was the first variant of the fighter to serve with the LSK, entering service with Jagdfliegergeschwader 8 (JG 8) in May 1962 at Marxwalde.
Michael Wegerich
INTO EAST GERMAN SERVICE
The LSK was one of the first of the Warsaw Pact air arms to receive the type. East Germany was going to be in the front line of any conflict with the west in the event of invasion by NATO air and ground forces. It was important that the LSK was equipped with the best that the Soviet Union could provide, and in terms of fighters, that was the MiG-21.
The MiG-21F (Fishbed-B) production run was restricted to 99 aircraft and was superseded by the MiG-21F-13 (Fishbed-C). This variant differed from its predecessor by the addition of underwing hard points to carry the Vympel R-3 air-to-air missile (NATO reporting name AA-2 Atoll). The left cannon and magazine were removed to compensate for the increase in weight.
On May 4, 1962 the first ’F-13 landed at Marxwalde airfield, east of Berlin, the home of Jagdfliegergeschwader 8 (JG 8). On June 20, a German pilot undertook the type’s first flight from Marxwalde wearing full national insignia. Between 1962 and 1964 two further wings converted to the type: JG 3 based at Preschen and JG 9 at Peenemünde.
The MiG-21F-13 was primarily an interceptor and in this role was required to be on alert, armed and ready to take off and engage any unidentified aircraft entering East German air space. In November 1962 the first Fishbed Duty System (Diensthabendes System: DHS) was established at Marxwalde with a MiG-21F-13 of JG 8 on alert armed with two R-3 air-to-air missiles. The DHS was the equivalent of NATO’s QRA (Quick Reaction Alert).
A regular exercise held for the MiG-21 squadrons was the ABC alert, involving operations on airfields contaminated by simulated atomic, biological or chemical weapons. Personnel in the control tower and in the command post wore protective masks until appropriate filter plants were operational.
Michael Wegerich
The Fishbed-C was much loved by the pilots who flew it. A good thrust-to-weight ratio gave the aircraft excellent manoeuvrability; something that was often found wanting in later versions as the weight increased. It could reach a maximum interception altitude of 19,000m (62,336ft) but on the down side it had a high landing speed, recurring engine problems, and some significant issues with the ejection seat.
The MiG-21F-13 began to be retired from the LSK’s frontline squadrons in the mid-1960s as the second-generation Fishbeds came on line. Almost all of the old aircraft from all three wings were transferred initially to the training wing Fliegerausbildungsgeschwader 15 (FAG 15) at Rothenburg. Just one squadron of JG 3 retained its Fishbed-Cs until 1974 when they were transferred to a reconnaissance unit, Aufklärungsfliegerstaffel 47 (AFS 47) activated at Preschen, and initially subordinate to JG 3.
The aircraft were fitted with cameras in place of the right landing light. The ’F-13s flew in the recce role until 1985 when they were replaced by the MiG-21M. A second unit, AFS 87, was activated in on November 1, 1989 at Cottbus-Drewitz. It received 12 MiG-21Ms and two MiG-21UMs which had been operated by JG 7 before it was deactivated in 1988. Both recce units were disbanded on April 1, 1991.
Then-leutnant Michael Wegerich (who retired as a Oberstleutnant/Lieutenant Colonel) was one of the many pilots who trained on the Fishbed-C. He remembers the aircraft with pride: “When I stood in front of the MiG-21F-13 at the age of 21 and prepared for the next flight, I looked at the machine with respect and awe. It was fast, agile, powerful, and wanted to be mastered. It forgave little mistakes and experienced pilots had won victories in air combat against more modern American aircraft. I was and still am proud today that I was allowed to fly and master this machine so young.”
Two MiG-21SPS of JG 1 at Cottbus, aircraft 841 carrying an R3-U under the port wing. This was a non-firing acquisition training round for the R-3S AAM.
Michael Wegerich
SECOND GENERATION FISHBEDS
The MiG-21PF (Fishbed-D) first entered service with the LSK in December 1964 when it was assigned to JG 1 at Cottbus-Drewitz. Simultaneously, JG 8 at Marxwalde received the MiG-21PFM (Fishbed-D). There is some confusion regarding the designation of the second-generation MiG-21s that served with the LSK. The first MiG-21PFs delivered to JG 8 were redesignated by the East Germans as PFM (Fishbed-E), the M standing for ‘modernised’. The Soviets also separately used the PFM designation and when aircraft of this standard later arrived for the LSK, the Germans designated them as MiG-21SPS (Fishbed-F). In addition to JG 8 and JG 1, the ’PF/PFM/SPS variants of the MiG-21 served with JG 3 based at Preschen, JG 7 at Drewitz, JG 2 at Neubrandenburg, JG 9 at Peenemünde and FAG 15 at Rothenburg.
Design priorities for the second-generation were to give it an all-weather role and extend the endurance. An upgraded Tumansky R-11F2-300 engine had greater thrust, 6,120kp (Kilopond meaning Kilogramme Force was a Russian unit for measuring thrust until the 1980s/13,492lb) and by increasing the diameter of the fuselage behind the cockpit a larger internal fuel supply could be carried. The wheels were enlarged, both to compensate for the extra weight and facilitate landings on unconventional runways and unprepared surfaces, such as tarmac roads and grass. The Fishbed-D was fitted initially with a TsD-30T radar in a modified adjustable nose cone and to facilitate this the intake was enlarged. Later models were given the RP-21 Sapfir radar (Spin Scan), which had a maximum detection range of 20km (12.4 miles) and the ability to lock-on from 10km (6.2 miles).
The ’SPS differed in being modified to improve the low speed and landing characteristics. An updated R-11F2S-300 engine enabled Grenzschichtablösung (boundary layer blowing), a system whereby air was blown from the compressor over the entire width of the flaps when lowered to 45°. This reduced the approach and touchdown speed by about 40km/h (25mph) compared with the MiG-21F-13.
Michael Wegerich in the cockpit of his MiG-21F-13 after a successful flight.
Michael Wegerich
The lower touchdown speed also shortened the roll-out distance and placed less stress on the airframe and brakes. The ’SPS was the first version to be equipped with startovyi porohovoi raketny dvigatel (SPRD/rocket assisted take off gear) booster rockets. Mounted on the left and right of the fuselage, these accelerated the ’SPS so much that the take-off distance halved to approximately 1,150-1,476ft (350-450m). A side-opening canopy replaced the forward-hinged opening unit of the Fishbed-D.
This development was necessary because a new type of ejection seat was fitted, the KM-1, which could be operated at ground level and on take-off and landing, which the previous ejection seat, the SK, could not do. Although the second generation of Fishbeds were not fitted with a cannon, later models of the ’SPS could accommodate a GP-9 gun pack containing two GSh-23 twin-barrel 23mm cannons on the centreline station. This variant was known as the ’SPS-K.
Now an Oberstleutnant (Lt Col) Michael Wegerich flew the MiG-21SPS while with JG 1 at Cottbus-Drewitz and declared it his favourite variant: “Even though I was excited by the ’F-13, my favourite was the ’SPS. It was very stable and responded readily to control inputs. The controls were not as sensitive as those of the ’F-13. This made flying easier, especially when identifying interception targets in clouds or at night.
MiG-21MF, 681, of JG 3 rolls off the ramp at Preschen heading to the runway.
Michael Wegerich
“With only two weapons stations, the ’SPS was very light compared with its successors and it had the powerful R-11F2S-300 engine with 6,175kp [13,613lb] thrust with afterburner [compared with 5,740kp/12,654lb of the ’F-13]. The ’SPS had a thrust-to-weight ratio greater than 0.8 [0.815] and was thus my ‘MiG-Sport’.”
As a result, relatively tight manoeuvres were possible at all altitudes. The ’SPS could fly up to 8.5g, whereas the ’F-13 was limited to 8g. Wegerich continues: “The ’SPS accelerated supersonically well compared with the other versions. This was due to the powerful engine, the relatively low weight but also the new automatically adjustable nose cone which regulated the air flow governed by engine speed, speed, altitude and angle of attack, so that an optimal supply of air to the engine under all flight conditions was possible.”
The MiG-21SPS was also fitted with the Lazur (‘azure’) data link. This enabled communication from the Ground Control Intercept (GCI) station to the pilot to be made in complete radio silence.
Two MiG-21s undergoing undercover maintenance at Rothenburg. In addition to training squadron FAG-15, all MiG-21 units had their own two-seaters.
Michael Wegerich
THIRD GENERATION
Just as the MiG-21 had been born from the lessons learnt in the Korean conflict, the later developments of the aircraft owed much to the experiences of those who flew the aircraft in Southeast Asia against, primarily, the F-4 Phantom II.
From late 1968 and into late 1970 the LSK units received the first of the type’s third generation, the MiG-21M (Fishbed-G) with them being received by JG 8 (now named ‘Hermann Matern’) at Marxwalde, JG 9 ‘Heinrich Rau’ at Peenemunde and JG 7 ‘Wilhelm Pieck’ at Drewitz. In the last years before reunification, in 1988 and 1989, respectively, JG 3 and JG 2 also received the variant.
The Fishbed-G was underpowered, having the same engine as its predecessor, the MiG-21SPS, while weighing 500kg (1,102lb) more. The increase in weight was due to a number of factors, including having an internal GSh-23 twin-barrel 23mm cannon (previous variants had carried this weapon externally on the centreline station). The internal carriage of the cannon enabled a fuel tank to be carried on the centreline position.
Two pylons were provided under each wing to carry a variety of stores, including the R-3S (Atoll) air-to-air missile, unguided rockets, and additional fuel. By now with JG 8 at Marxwalde, Lt Col Wegerich flew both the ’M and the ’MF: “The MiG-21M was not much appreciated by the LSK pilots, although it had better equipment. With the MiG-21PFM/SPS, interception flights at 18,000m altitude or higher were normal, but with the MiG-21M it was almost impossible to combat targets over 14,500m. Nevertheless, the MiG-21M remained in service until the German Democratic Republic ceased to be.
JG 3 night operations at Preschen, in the southeast of the country.
Michael Wegerich
During this time, the ’M was modernised [to the same configuration as] the ’PFM/SPS. It was also converted to use the R-60 [Aphid] air-to-air missile and a periscope on the cockpit roof was added (and on subsequent singe-seat versions) to give a better view to the rear. On the two-seat trainers the back cockpit had a periscope which faced forward (only raised for take-off and landing) to provide the instructor a better view. Many MiG-21Ms were upgraded with the more powerful R-13-300 engine, which was standard on its successor, the MiG-21MF.”
The MiG-21MF [Fishbed-J) was the export version of the MiG-21SM. It benefited from enhancements implemented resulting from analysis of combat in Vietnam and the Middle East. Many features were retrofitted in the previous versions, such as the cabin roof periscope. The more powerful (6,495kp/14,320lb st) R-13-300 engine and improved radar made the MiG-21MF more capable. The optical sight was also revised.
The LSK received its first ’MF in 1972 from the Moscow Aircraft Factory and these were the first to be delivered in camouflage paint. The last 12 aircraft came from the Gorky aircraft factory in 1975 with an unusual grey-blue camouflage and mysteriously sporting Vietnamese national insignia. These aircraft were assembled to a higher standard and incorporated some minor changes. The variant was called the MiG-21MF75.
MiG-21MF, 781, became one of a substantial number of LSK Fishbeds that made it into preservation and is now at a museum in Neuenkirchen, northeastern Germany.
Michael Wegerich
LAST OF THE SINGLE-SEATERS
The final single-seat version of the Fishbed to fly with the LSK was the MiG-21bis (Fishbed-L). This was developed directly from the MiG-21MF and the MiG-21SMT (Fishbed-K); and incorporated many features in development for the MiG-23. Although similar in design and appearance to its predecessors, the ’bis was practically a new aircraft. It was built almost entirely of titanium and aluminium alloys stressed to 8.5g.
The fuel system and titanium fuel cells were completely redesigned and the spine of the aircraft was marginally larger than the ’M and ’MF variants. The Fishbed-L had a new more powerful 6,803kp (15,100lb st) Tumansky R-25-300 engine and the type was optimised for low-to medium-altitude aerial combat and carried the GSh-23L internal cannon. Additional air-to-air weapons were the R-13M and the Vympel R-60 and R-60M agile infrared dogfighting missile. The RSBN-5S short-range navigation system, similar to the USAF’s Tactical Air Navigation (TACAN) system was added, and the radar was an upgraded RP-22.
There were two variants of the ’bis serving with the LSK. The MiG-21bis SAU was fitted with an Instrument Landing System (ILS) and could be recognised by additional antennae under the forward part of the intake trunk and on the vertical stabiliser. This distinguished it from those MiG-21bis versions fitted with the Lazur data link.
In the summer of 1986, Maj Michael Wegerich led a detachment of the MiG-21SPS variant from JG 1 to live training exercises at Astrakhan in southern Russia, which included practice intercepts against the resident MiG-23s.
Michael Wegerich
Lt Col Wegerich recalls how the Lazur functioned: “This system ensured the transmission of the control commands without [voice] radio. Over a radio link, routing information was automatically transmitted over 20 channels and the commands were displayed on the flight instruments by moving markers [small triangles].” To follow the commands all that was needed was to bring the hands of the flight instruments over the markers. “Each new command was announced by an acoustic signal. In this way commands for altitude, speed and course [changes] were transmitted. Also commands for switching the afterburner on or off, interception and target information were displayed to the pilot. This method had to be practised regularly because the interception took place under complete radio silence [and] proved to be very safe and reliable.”
The development of the two seat trainer version of the MiG-21 began in 1959 and the first variant, the MiG-21U (NATO reporting name Mongol), which was based on the MiG-21F-13, entered East German service in 1965 with FAG-15 at Rothenburg. Subsequent deliveries were made to the MiG-21 wings. The MiG-21U could carry the same armaments as the Fishbed-C.
The MiG-21U was followed into service between 1968 and 1970 by the MiG-21US. (Mongol-B). This aircraft was used as a trainer for the MiG-21PFM and MiG-21SPS and had the R-11F2S-300 engine and blown flaps. The MiG-21UM, also codenamed Mongol-B, entered the LSK inventory between 1971 and 1978.
A trio of JG 1 MiG-21SPS fighters on the flightline at Astrakhan.
Michael Wegerich
INTERCEPTOR MISSION
The primary mission of all the MiG-21 units with the exception of the two tactical reconnaissance squadrons was air defence. Pilots were trained in intercepting and combating all types of enemy aircraft which might invade the airspace of the GDR, from fighter and bomber aircraft in addition to transport aircraft and helicopters. In wartime the MiG-21 units would also participate in the destruction of reconnaissance, early warning, command and control and electronic warfare and jamming aircraft. In addition they were tasked with providing aerial cover for NVA naval and ground forces operating within the GDR – the limited range of the aircraft generally precluding operations outside the country’s territory.
The interceptor mission was practised regularly and intensively. In addition, qualified pilots were obliged to take part in the DHS alert which was considered a very high priority and if a pilot failed to perform satisfactorily, even on training missions, disciplinary sanctions could be quite harsh. Leutnant Ron Triegel flew the MiG-21M and ’MF with JG 3 at Preschen: “Since every scramble was considered to be a flight to defend the values of the communist system, you may imagine that the pressure to successfully accomplish the mission was great. During my time as QRA pilot, I never had a scramble based on a real incident. All missions were just for readiness verification purposes.”
Triegel continues: “Normally the [DHS] crew consisted of one more experienced pilot and often a younger pilot with fewer skills and less weather minima in a day/ night shift system. The whole QRA mission was strictly controlled by GCI, who actually defined all intercept parameters and passed these either via radio or Lazur to the pilot. The pilot just had to report when he reached the different stages of the intercept, such as when reaching ordered headings/altitudes, target detection or lock-on, friend/foe response, visual ID and so on."
A MiG-21M takes off using SPRD-99 Rocket Assisted Take Off (RATO) units. They were used for MiG-21 combat missions from short concrete or grass runways.
Dirk Paatz
Lt Col Wegerich regularly stood DHS alert and emphasises just how important it was: “The DHS was given very high priority. Even in weather conditions in which normal flight operations were no longer performed for combat training [cloud base below 200m, visibility below 2km] a DHS deployment was allowed under certain circumstances.” The official QRA handbook, in Appendix No.6, Section 7 ‘The use in DHS’ stated: “The launch of the on-duty fighter aircraft below the minimum weather for landing is only permitted to combat fighter jets and unmanned LAM [Land Attack Missiles] of capitalist states...if at least one alternate aerodrome is less than 300km from the launch site with weather conditions that are at least equal to the landing minimum of the fighters available. If no alternate aerodrome is available, then the take-off is only permitted with the approval of the Deputy Minister and Chief LSK/LV or Chief of Staff.”
The weapons load for DHS Fishbeds for the MiG-21F-13 was a loaded gun and two R-3S missiles. With the advent of the all-weather capable ’PF and the ’PFM/SPS the DHS armament was two R-3S infrared missiles or two RS-2US (Alkali) radar-guided missiles.
There are few recorded instances of MiG-21s being scrambled to intercept NATO aircraft crossing the border into the GDR. In 1962, however, a Hawker Sea Hawk of the German Navy’s Marinefliegergeschwader 2 (MFG 2) was returning to its base at Schleswig-Jagel when it inadvertently crossed into East German air space. Two MiG-21s were scrambled and on identifying the aircraft they fired on it with their cannons. The Sea Hawk was hit but the pilot managed to limp back over the border and make an emergency landing at Bremen.
The East German Air Force’s MiG-21s were key to the defence of the GDR. Doug Gordon continues the story of their Cold War operations and hears how it might have fared against its Luftwaffe counterparts.
A MiG-21M takes of with SPRD-99 Rocket Assisted Take Of (RATO). It would be used for MiG-21 combat missions from short concrete or grass runways. Two rocket booster rockets were mounted on each side of the fuselage and dropped after launch.
Dirk
One day in the autumn of 1976 Luftstreitkräfte der Nationalen Volksarmee (LSK-NVA) MiG-21 pilot Michael Wegerich was on a training flight to practice daytime interception. He was vectored to what he was told was an unknown target. The aircraft to his surprise turned out to be a MiG-23. Unknown to Michael and his squadron, the MiG-23 had been flying with fighter wing (Jagdgeschwader) JG 9 at Peenemünde for two years. There was great secrecy within the LSK and throughout the Warsaw Pact forces – pilots and other personnel operated strictly on a need-to-know basis. This was to avoid the inadvertent dissemination of information regarding the structures, capabilities, plans and intentions of the forces, as well as details regarding modern weapons and command systems. Such secrecy, though deemed essential, had the drawback of the possibility of shooting down one of your own aircraft.
Operations against helicopters were an important part of the training undertaken by the pilots. Tactics were developed and practised regularly, usually against a Mi-4, Mi-8 and occasionally a Mi-24, which flew at an altitude of 300m (984ft) at a speed of 68-75mph (110 to 120km/h). The intercepting MiGs usually flew in pairs at an initial minimum height of 700m (2,297ft). Having located the target helicopter the MiGs would dive at a speed of 700 to 800km/h (435-497mph) and attack in line astern and open fire with cannon at a height of approximately 600 to 700m (1,969-2,297ft). Although it was possible to attack helicopters with R-3S missiles, cannon and unguided rockets were considered more appropriate considering the short target detection distance.
Positioned in one of the many dispersal areas at Preschen, this MiG-21MF is fitted with a 800 lit fuel tank under the fuselage and 490 lit tanks on two pylons on each wing.
Udo ‘Sadzu’ Sadzulewski
Air-to-ground tactics were also practised by the MiG-21 squadrons, though not with the same intensity as the interceptor mission, which was paramount. Pilot Leutnant Ron Triegel particularly enjoyed this aspect of training at the range regularly used by the LSK at Jerischke. He recalls: “One of the training requirements besides the air-to-air stuff was to qualify in the air-to-ground attacks using S-5 unguided rockets in UB-16 or UB-32 launchers. I loved this sort of training during the L-39 [Albatros trainer] phase and scored quite well. However, since it was not the norm to employ live weapons, the preparation phase a day before was completely filled with excitement and rigorous discipline, because at the end of that day, the pilots assigned for the live shooting campaign had to pass quite challenging test questions before being allowed to fly the next.
"We normally flew to the range, which in our case was pretty close to our main base, either in two- or four-ships, split the formation on approach and started initially with two or three dry runs before switching ‘Master Arm’ to the hot position. The usual procedure to shoot unguided rockets was the standard range pattern, which allowed for accommodation of four jets simultaneously and enabled the pilots to achieve the required 20-30° dive angle. The S-5 rockets had a very short burning time and their flight path started dropping downwards shortly after launch. As a result it was almost impossible to follow the flight path of the rockets to check for the impact points. Doing so would have definitely led to busting the minimum safety altitude.”
The development of the two-seat trainer version began in 1959 and the first variant, the MiG-21U (Mongol), which was based on the MiG-21F-13 and could carry the same armament as the Fishbed-C, entered service with the LSK in 1965 with training wing Fliegerausbildungsgeschwader 15 (FAG 15) at Rothenburg. Subsequent deliveries were made to the fighter wings.
The ’U was followed into service between 1968 and 1970 by the MiG-21US. (Mongol-B). This aircraft was used as a trainer for the ’PFM and ’SPS and had the R-11F2S-300 engine and blown flaps. For pilots destined to fl y the latter, this trainer was an invaluable aid. The MiG-21UM, also codenamed Mongol-B, entered the LSK inventory between 1971 and 1978.
For practice intercept sorties the MiG-21SPS was fitted with the R-3U monitoring pod which simulated an attack and recorded all the details for later analysis.
Michael Wegerich
TRAINING IN RUSSIA
Every few years all squadrons and their pilots had to detach to Astrakhan in southern Russia to qualify in live firings with guided missiles against real targets, in this case Lavochkin LA-17 unmanned remote controlled vehicle. Prior to 1986 Warsaw Pact pilots were detached to Astrakhan to fly Soviet aircraft. When Michael Wegerich (now a major) led 2 Sqn of JG 1 the 3,300km (2,051 miles) to Astrakhan in the summer of 1986 it was the first time that a unit of the LSK had deployed with its own aircraft, its own weapons and equipment and its own technical, flying, flight control and GCI personnel.
The squadron would be evaluated on the number of targets shot down and by what means, the overall quality of the unit management, and the appropriateness and accuracy of the tactical decisions made.
For three months prior to the deployment all pilots in the squadron were stringently tested in high- and medium-level interception; and so were the aircraft that they flew. Out of the 50 MiG-21SPS examples assigned to JG 1, 12 would be selected for the deployment. And of all the pilots on the wing, only the most experienced would go. This evaluation was one that would not be allowed to fail! Maj Wegerich: “All 12 aircraft were taken out of service in good time, thoroughly repaired and repainted. The machines prepared in this way were a pleasure. They looked as new and flew like that, although some aircraft were almost as old as our youngest pilots. On one of the stopover airfields in the Soviet Union, one of us was asked by a Su-24 pilot if our MiGs were the most modern and what kind of modification that was, because he’d never seen anything like ours before. No wonder, he was far too young to know our old MiGs. Our brand-new looking aircraft were already 18 years old!
This MiG-21M of TAFS-47 taking of from Preschen is carrying a CLA-87 reconnaissance pod under its port wing.
Udo ‘Sadzu’ Sadzulewski
“The requirements were high. Everyone was under a certain pressure to succeed. Anyone who failed once or twice and did not reach the required standards was stamped as mediocre or weak and was no longer among the nominees. The evaluation of the flight data recorder and gun cameras was carried out during the preparatory flights, not by the squadron, but by the flight department of the staff to ensure an objective evaluation and to exclude manipulation. Also violations of specifications and safety regulations were severely punished in the preparation phase.”
The deployment started early one morning with a unannounced alert. All pilots were in their cockpits and ready to go within 30 minutes. The 12 MiG-21SPS took of for their first stop at Preschen, on the Polish border, home of JG 3. The relatively uneventful journey to Astrakhan was via Tscherljany, Starokonstantinow and Kramatorsk (all in Ukraine) and Salsk (Russia).
The day after arriving at the base the squadron was hard at work. There were briefings by the Soviets in charge of the facility and later, practice intercepts against various targets including MiG-23s. After several days of evaluations, and with all the squadron pilots successfully checked out, the live firing against the LA-17s began.
A Lavochkin LA-17K unmanned aerial target at Astrakhan. The LA-17 first flew in the mid-1950s and remained in service until the late 1980s.
Michael Wegerich
Michael Wegerich was the first pilot to ‘hunt’ the LA-17. Armed with two R-3S missiles, his aircraft, 560, took of and he was followed by two more MiGs whose task was to shoot down the LA-17 if he failed. If they in turn failed to kill the target then that role fell to a Russian anti-aircraft unit some 200km (124 miles) north of Astrakhan. In the event, Michael’s flight was successful and he scored a direct hit on the target.
He recalled arriving back to the base. “When I rolled back to my parking spot, a bunch of people had already gathered there. They had followed the direct hit, which was quite rare, on the radio receivers or at the radar screens. Often the La-17 was only damaged, lost its height or spiralled out of control, so an AAA battery had to be used before the Lavochkin left the shooting range. When I left the cockpit, the comrades cheered me.”
All five LA-17s allocated to the squadron were shot down during the period of the deployment at Astrakhan and the unit returned to Cottbus with a ‘Very Good’ rating.
A MiG-21MF under tow at Preschen. The NVA received its initial example of this variant in 1972. It was the first variant to be delivered in a camouflage scheme.
Michael Wegerich.
DISPERSAL
One of the most important aspects of a MiG-21 wing’s training concerned the dispersal and decentralisation of aircraft, aircrew and support staff. In the event of hostilities breaking out with NATO forces it was considered paramount that air operations in defence of the country should not be compromised by any inability to operate from the permanent airfields. Consequently the units had alternate bases from which they could operate – for example, JG 1’s MiGs could use an auxiliary airstrip in the forest near Alteno around 80km (50 miles) south of Berlin, comprising a prepared runway and grass strips. In addition the wings would also practise landing on motorway sections (Autobahnabschnitten or ABA). The section of the autobahn that JG 1 used for training purposes was the ABA Forst, a 3.3km (2.1 mile) stretch between Cottbus and the Polish border, which it crossed near the town of Forst. The ABA was closed for two to three weeks, taken over by the LSK, and prepared for aircraft operations.
The dispersal bases were not only used for routine training purposes, but also for Gefechtsflugtag exercises designed to test the squadrons under wartime combat conditions. Squadrons could be deployed monthly at very short notice and were required to have all 12 of their aircraft armed and at Readiness State 1 (Bereitschaftsstufe 1) within three hours.
Having returned from a successful training mission, MiG-21U, 247, is inspected by a technician.
Michael Wegerich
The dispersal base at Alteno was used by other units as well as JG 1, mainly by JG 3 at Preschen due to its proximity. The then Oberstleutnant (Lt Col) Wegerich recalls a particular training event when he was 2 Squadron commander at Cottbus. “An exercise had begun, all 12 aircraft were on Readiness Stage 1. It was 10pm when the readiness was suspended and live missiles were removed from the aircraft. That meant possible night operations or flights in the early morning hours were to commence. The squadron was still fully occupied, but those not on the duty staff went to rest. At about 11.30pm the telephone in the command post rang. It was the wing commander, Col Kernchen, who said: ‘Attention: You are to move the squadron to the airfield at Alteno and report to me the combat readiness of 12 aircraft in three hours. It is exactly 23:30 – repeat!’ I repeated the order. There could not be questions, they were superfluous. The order was exactly what we should have been prepared to do, according to the squadron [standing orders], however we had never trained for this exercise at night and within the short time schedule.”
In the event, within the prescribed time, 12 MiG-21s were refuelled and armed with live missiles at Readiness Stage 1 at Alteno, even though the support convoy had to travel the 30 miles (50km) from Cottbus to the airstrip by road.
Between 1968 and 1970 the MiG-21U was followed into service by the MiG-21US. This aircraft was used as a trainer for the MiG-21PFM and MiG-21SPS and had the R-11F2S-300 engine and blown flaps.
Michael Wegerich
THE ENDGAME
Prior to the official reunification of Germany in October 1990, LSK operations with the MiG-21 units were suspended. The Diensthabendes System (Duty System/DHS), the equivalent of NATO’s quick reaction alert, was finally stood down on September 29, 1990. Following reunification, work began to get rid of the MiG-21s now in the inventory of the Luftwaffe. Around 150 examples found their way into museums, but by 1993 they were the only ones remaining of the 560-plus operated by the LSK over the years, the rest of the survivors being scrapped. There were approximately 285 MiG-21 pilots still on duty in 1990, but only 11 pilots were retrained to fly the McDonnell Douglas F-4F Phantom. Over 250 MiG-21 pilots were fired after October 1990 and faced an uncertain future.
Although the MiG-21 was tested in many war zones throughout the world during its long career, thankfully it never saw combat in Europe during the Cold War. But how would it have fared against a NATO force? Retired pilot Oberstleutnant Karl Körschner flew the type for 25 years after joining the LSK in 1964.
The next two-seater variant was the MiG-21UM, which entered service with the LSK between 1971 and 1978. Here, 231, taxies prior to taking off from Preschen.
Udo ‘Sadzu’ Sadzulewski
We will give him the last word as he recalls an event in 1989 when pilots from a Luftwaffe F-4F fighter-bomber squadron arrived at Holzdorf to see how JG 1 would react to a strike on the base by Phantoms: “I was with the squadron commander and pilots of the F-4F squadron in the control tower. After the demonstration started, the F-4 squadron commander asked how many planes were being used on that day. The answer was 36. He then asked, ‘And how long does the flight shift take?’ He was told eight hours, because this was a so-called combat flight day.
"The next question was: ‘And how many planes do you have ready at the end of the shift?’ The answer again was 36. He asked how we managed that and was told that back-ups would be available in the event of aircraft becoming unserviceable, and that defects would be rectified immediately – there were always 36.”
Körschner also recounted how the F-4F squadron commander said that an attack on the airfield would be a surprise and so no MiGs would have got airborne before the strike. However, the former East German personnel worked out the flight duration of the F-4s to the point where their bombs or missiles could be deployed against the airfield and found that they would have been detected by air defence radar 15 to 17 minutes beforehand.
When the Bundeswehr took over the MiG-21 squadrons it lost no time in giving the aircraft new serial numbers and tail insignia. This MiG-21UM at Preschen now carries the Luftwaffe code 23+59.
Udo ‘Sadzu’ Sadzulewski
A code word was sent to the leaders of the MiG-21 squadrons, which triggered a combat launch. At Holzdorf the takeoff could be made on the main runway in pairs, grass tracks on both sides of the main runway, and on the auxiliary runway with a take-off interval of 15-20 seconds. After less than 12 minutes, 36 MiG-21s were in the air. The Luftwaffe pilots said that because some F-4Fs would have managed to destroy the runway with their Maverick missiles, the MiGs would not find it so easy to return to their base without any losses. And what if the F-4Fs had destroyed the entire runway and it was unusable? Again, the pilots received a code word and all landed left and right of the runway on the grass.
Körschner added: “The F-4 pilots did not know that we could land on grass because their landing gear was not designed for it. We told them we also used motorways during exercises. The [F-4F] squadron commander said: ‘We have not been told the truth – it was always claimed that you only had scrap. We would take-off, fulfil our mission and then fly back, drink coffee and everything would be OK.’” Körschner concludes that if there had been a war with the West the underestimation of the East German MiG-21s in his opinion would have meant that NATO aircrew “would have paid dearly for it in wartime.”
Around 150 East German MiG-21 ended up in museums, such as this example in the Museo de Aeronáutica y Astronáutica at Cuatro Vientos in Madrid.
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