171705017 appendix-14-mi g-21-airworthiness-certification

Cover Photograph: Chris Lofting.
Back Cover Photograph: USAF.
___________________________________________________________________________________
Introduction – MiG-21 Airworthiness Certification
This document provides information to assist in the airworthiness certification and safe civil
operation of a Mikoyan-Gurevich MiG-21 airplane.
Attachment 1 provides a general overview of this document. Attachment 2 contains background
information on the MiG-21 aircraft. Attachment 3 lists historic airworthiness issues with the
MiG-21 for consideration in the certification, operation, and maintenance of these aircraft. The list
is not exhaustive, but includes our current understanding of risks that should be assessed during in
the certification, operation, and maintenance of these aircraft. Concerns regarding particular
issues may be mitigated in various ways. Some may be mitigated via the aircraft maintenance
manual(s) or the aircraft inspection program. Others may be mitigated via operating procedures
i.e., SOPs) and limitations, aircraft flight manual changes, or logbook entries
Not all issues in attachment 3 may apply to a particular aircraft given variations in aircraft
configuration, condition, operating environment, or other factors. Similarly, circumstances with an
aircraft may raise other issues not addressed by attachment 2 that require mitigation.
Attachment 4 includes additional resources and references. Attachment 5 provides some relevant
MiG-21 accident and incident data. Attachment 6 contains a glossary and a listing of abbreviations.

MiG-21 Airworthiness Certification Attachment 1
FAA – Airworthiness Certification Branch (AIR-230) Page 1-1
Attachment 1 – Overview of this Document
Purpose
This document is to provide all those involved in the certification, operation, and maintenance of the
MiG-21 aircraft with safety information and guidance to help assess and mitigate safety hazards for the
aircraft. The existing certification procedures in FAA Order 8130.2, Airworthiness Certification of Aircraft
and Related Products, do not account for many of the known safety concerns and risk factors associated
with many high-performance former military aircraft. These safety concerns and risk factors associated
with many high performance former military aircraft include—
• Lack of consideration of inherent and known design failures;
• Several single-point failures;
• Lack of consideration for operational experience, including accident data and trends;
• Operations outside the scope of the civil airworthiness certificate;
• Insufficient flight test requirements;
• Unsafe and untested modifications;
• Operations over populated areas (the safety of the non-participating public has not been
properly addressed in many cases);
• Operations from unsuitable airports (i.e., short runways, Part 139 (commercial) airports);
• High-risk passenger carrying activities taking place;
• Ejection seat safety and operations not adequately addressed;
• Weak maintenance practices to address low reliability of aircraft systems and engines;
• Insufficient inspection schedules and procedures;
• Limited pilot qualifications, proficiency, and currency;
• Weapon-capable aircraft not being properly demilitarized, resulting in unsafe conditions;
• Accidents and serious incidents not being reported; and
• Inadequate accident investigation data.
Research of MiG-21 Safety Data
The aircraft, relevant processes, and safety data are thoroughly researched and assessed. This
includes—
• Aviation Safety (AVS) Safety Management System (SMS) policy and guidance;
• Historical military accident/incident data and operational history;
• Civil accident data;
• Safety risk factors;
• Interested parties and stakeholders (participating public, non-participating public,
associations, service providers, air show performers, flying museums, government service
providers, airport owners and operators, many FAA lines of business, and other U.S.
Government entities);
• Manufacturing and maintenance implications; and
• Design features of the aircraft.

This Document
The document is a compilation of known safety issues and risk factors identified from the above
research that are relevant to civil operations. This document is organized into four major sections:
• General airworthiness issues (grey section),
• Maintenance (yellow section),
• Operations (green section), and
• Standard operating procedures and best practices (blue section).
This document also provides background information on the aircraft and an extensive listing of
resources and references.
How to Use the Document
This document was originally drafted as job aids intended to assist FAA field office personnel and
operators in the airworthiness certification of these aircraft. As such, some of the phrasing implies
guidance to FAA certification personnel. The job aids were intended to be used during the
airworthiness certification process to help identify any issues that may hinder the safe certification,
maintenance, or operation of the aircraft. The person performing the certification and the applicant
would to discuss the items in the job aid, inspect documents/records/aircraft, and mitigate any
issues. This information would be used to draft appropriate operating limitations, update the aircraft
inspection program, and assist in the formulation of adequate operating procedures. There are also
references to requesting information from, or providing information to the person applying for an
airworthiness certificate. We are releasing this document as drafted, with no further updates and
revisions, for the sole purpose of communicating safety information to those involved in the
certification, operation, and maintenance of these aircraft. The identified safety issues and
recommended mitigation strategies are clear and can be considered as part of the certification,
operation, and maintenance of the air aircraft.

Attachment 2 – Background Information on the MiG-21
The Mikoyan-Gurevich MiG-21 (Russian: Микоян и Гуревич МиГ-21; NATO reporting name Fishbed) is
a supersonic jet fighter aircraft, designed by the Mikoyan-Gurevich Design Bureau (OKB) in the Soviet
Union. The MiG-21 was the mainstay of Soviet fighter aviation during the 1960s and 1970s. In the
Vietnam War, the MiG-21 extensively used by the North Vietnamese Air Force against US air strikes.
Although American forces lost about 50 aircraft to North Vietnamese MiG-21s, the U.S. Air Force shot
down 68 MiG-21s in air combat. In the 1991 Gulf War, Iraqi Air Force MiG-21s were also engaged in
combat operations, and at least two were shot down by U.S. Navy F/A-18 Hornets. In addition to
Vietnam and the Gulf War, the aircraft served in numerous conflicts over the past four decades,
including several middle-east actions (1967, 1973, and 1982), Angola (1980s), the Balkan wars (1992-
1999), and the Indo-Pakistani conflict of 1999. Recently, in both the Libyan (2011) and Syrian conflicts
(2013), MiG-21s were used
operationally in the strike
role.
Early versions are
considered first and second-
generation jet fighters,
while later versions are
considered to be third and
fourth-generation versions
of the fighter. Some 50
countries over four
continents have flown the
MiG-21, and it still serves
many nations a half-century
after its maiden flight. It is
the most-produced
supersonic jet aircraft in
aviation history and the
most-produced combat
aircraft since the Korean
War. It also had the longest
production run of a combat
aircraft, 1959 to 1985 over
all variants. As of
November 2007, over 1,300
remained in service
worldwide, while that
number was reduced to 800
by late 2012. In 2013, some
North Atlantic Treaty organization (NATO) countries continue to use the aircraft.
Above, an early MiG-21F- "Fishbed" in Vietnamese colors at the National Museum of the United States Air
Force. Below, a later model MiG-21 PFM in Soviet Air Force service in the 1970s. Source: USAF.

Above and below, two unusual views of a USAF MiG-21F-13. The first MiG-21 was evaluated in the US in 1968-1969. Source: USAF.

Development of what would become the MiG-21 began in the early 1950s, when the Mikoyan-Gurevich
design bureau finished a preliminary design study for a prototype designated Ye-1 in 1954. This project
was very quickly reworked when it was determined that the planned engine was underpowered; the
redesign led to the second prototype, the Ye-2. Both these and other early prototypes featured swept
wings—the first prototype with delta wings as found on production variants was the Ye-4. The Ye-4
made its maiden flight on June 16, 1955 and made its first public appearance during the Soviet Aviation
Day display at Moscow's Tushino airfield in July 1956.
In the West, due to the lack of available information, early details of the MiG-21 often were confused
with those of similar Soviet fighters of the era. The MiG-21, which entered service in March 1960 (first
production MiG-21F), was the first successful Soviet aircraft combining fighter and interceptor
characteristics in a single aircraft. It was a lightweight fighter, achieving Mach 2 with a relatively low-
powered afterburning turbojet, and is thus comparable to the American Lockheed F-104 Starfighter
and the French Dassault Mirage III. In fact, the MiG-21 has been noted to deliver “F-104-like
performance.”
A Croatian Air Force MiG-21bis photographed during take-off. Note that the landing gear is being retracted. Source: Chris Lofting.
Like many aircraft designed as interceptors, the MiG-21 had a short range. In fact, some have stated
that the fuel “emergency’ started at take-off… This deficiency continues to plague the aircraft to this
day. This was not helped by a design defect where the center of gravity shifted rearwards once two-
thirds of the fuel had been used. This had the effect of making the plane uncontrollable, resulting in an
endurance of only 45 minutes in clean condition. The issue of the short endurance and low fuel
capacity of the MiG-21F, PF, PFM, S/SM and M/MF variants—though each had a somewhat greater
fuel capacity than its predecessor—led to the development of the MT and SMT variants. These had a
range increase of 250 km (155 miles) compared to the MiG-21SM, but at the cost of worsening all
other performance figures (such as a lower service ceiling and slower time to altitude).

The delta wing, while excellent for a fast-climbing interceptor, meant any form of turning combat led
to a rapid loss of speed. However, the light loading of the aircraft could mean that a climb rate of
46,250 ft. /min was possible with a combat-loaded MiG-21bis, not far short of the performance of the
later and more modern aircraft. Given a skilled pilot and capable missiles, it could give a good account
of itself against contemporary fighters. Its G-limits were increased from +7 Gs in initial variants to +8.5
Gs in the latest variants. In the 1970s, it was replaced by the newer variable-geometry MiG-23 and
MiG-27 for ground support duties. However, not until the MiG-29 in the 1980s would the Soviet Union
ultimately replace the MiG-21 as a maneuvering dogfighter to counter new American air superiority
types.
An Egyptian Air Force F-7B on final approach in 2011. The F-7B is a popular Chinese derivative of the MiG-21F. Source: Jiri Vanek. Copyright © 2011.
The MiG-21 was exported widely and continues to be used in many parts of the world. Its low cost was
attractive, and the price of a brand new MiG-21bis in the mid-1980s was quoted at between $1.2 and
$1.5 million. In 1999, used MiG-21s were being sold for $1.3 million, depending on condition and life
remaining. The aircraft's simple controls, engine, weapons, and avionics were typical of Soviet-era
military designs. While technologically inferior to the more advanced fighters it often faced, low
production and maintenance (relative to other military aircraft, not civilian aircraft) costs made it a
favorite of nations buying Eastern Bloc military hardware. Several Russian, Israeli, and Romanian firms
have begun to offer upgrade packages to MiG-21 operators, designed to bring the aircraft up to a
modern standard, with greatly upgraded avionics and armament.
A total of 10,645 MiG-21s were built in the USSR. They were produced in three factories: GAZ 30
(3,203 aircraft) in Moscow (also known as Znamya Truda), GAZ 21 (5,765 aircraft) in Gorky and at GAZ
31 (1,678 aircraft) in Tbilisi. Generally, Gorky built single-seaters for the Soviet forces. Moscow built
single-seaters for export and Tbilisi manufactured the twin-seaters both for export and for the USSR,

though there were exceptions. The MiG-21R and MiG-21bis for export and for the USSR were built in
Gorky, 17 single-seaters were built in Tbilisi (MiG-21 and MiG-21F), the MiG-21MF was first built in
Moscow and then Gorky, and the MiG-21U was built in Moscow as well as in Tbilisi. In the 1980s, more
than 2,700 MiG-21s were flying with the Warsaw Pact forces (Bulgaria, Czechoslovakia, East Germany,
Hungary, Poland, and Romania). As late as 1993, Russia (Commonwealth of Independent States) still
had at least 3 fighter regiments (about 200 aircraft) equipped with the MiG-21. On the other hand, it is
believed that the last ‘MiG-21’ built, was a Chinese FT-7 trainer delivered in late 2002.
In 1968, the US was able to test fly a MiG-21 that defected to Israel. Later, the 4477th Test and
Evaluation Squadron routinely operated the type (YF-110 designation). After the fall of the Soviet Union,
many MiG-21s were imported into the US for private use. The first civil MiG-21 in the U.S. flew in 1990.
By 1996, 3 were flying sporadically in the US. Although many came in, only a few were registered, and
less became operational in civil hands. Many went to museums, but a few were acquired with the intent
of seeking airworthiness certification. One, N21MF, was converted to a drone by Tracor System, but its
operational history in that role is unknown.
A Romanian Air Force MiG-21MF Lancer C on final in July 2012. Source: Alexander St. Alexandrov. Copyright © 2012.
There are currently 44 privately owned MiG-21s in the U.S. Of these, approximately 8-10 are believed to
be operational. The only other country where a civil MiG-21 has operated is Australia, where VH-XII (a
MiG-21UM) flew at several airshows in 1995. In 2001, an ex-Czech Air Force MiG-21US carried a French
registration (F-ZAGR) while serving with the French Air Force test pilot school (EPNER). Three MiG-21s
were registered in the UK, but airworthiness certificates were never issued, in part due to safety
concerns. Two of them were eventually exported to the US. Although a late top of the line MiG-21
model is valued at about $6 million, those acquired by US operators were discarded by former Soviet
Bloc countries at rock-bottom prices (under $50,000 in some cases, and essentially scrap value) after
having reached the end of their 1,500-hours life-limit or very close to it. The difference in value is
representative of not only their condition and equipment, but operational life remaining.

Above, a Serbian Air Force MiG-21UM two-seater photographed in 2011. Source: Alexander St. Alexandrov. Copyright © 2012. Below, a Bulgarian Air
Force MiG-21bis taxing in October 2012. Source: Dimo Vichev.

Dave Sutton, a well-know civil MiG operator notes when comparing the MiG-21 to other former military
aircraft, that “the MiG-21 is a completely different beast…They [MiG-21s] are a lot more complex to
maintain, but can be done with some care. The flying characteristics are fairly straightforward, but I do
not consider them to be "pleasant" to fly. The pilot really works, and the thing [aircraft] is just not happy
below Mach-1. Look at the wing loading and you'll see why. It has very short range, and when the
engine is started you are basically in a fuel emergency situation before you launch. I am glad that I have
had the opportunity to fly the 21, but it would not be the first one out of the hanger for a Sunday flight.”
The MiG-21 does not have a good safety record. This is not uncommon with many second generation
single-engine fighters.
An Indian Air Force MiG-21U during take-off. Note the flap position, the extended periscope for the pilot in the aft cockpit, and the afterburner. Also visible
on the tips of the horizontal stabilizers are the anti-flutter weights. Source: Indian Air Force.
Above, an Indian Air Force MiG-21 Bison (upgraded type) during take-off. Below, the same aircraft type in flight displaying a light-attack configuration
consisting of two external 490-liter fuel tanks and two S-24 heavy unguided air-to-ground rockets. Source: Indian Air Force.

It is a difficult aircraft to operate in terms of maintenance and operational oversight. It certainly does
not compare to trainers like the L-39. For example in operational service with the Finnish Air Force, a
highly professional and respected entity, the MiG-21 required about 50 hours of maintenance per flight
hour. As a by-product of its design, manufacturing, and operational philosophy, the MiG-21
incorporates many compromises between safety and operational flexibility. One issue that has always
had an impact is the overall low life-limit of the aircraft, its engine(s), and many components and
systems. Combined with a chronic shortage of spare parts, poor manufacturing techniques, high
operating costs ($4,000- $6,000 per hour in 2001), and age-related low reliability, this characteristic of
the aircraft can have serious safety implications. Many of these factors undermine the aircraft’s
suitability for civil operations unless adequately mitigated. The aircraft operational history illustrates
these deficiencies, namely in terms of mechanical failures. Many were engine fires. Loss of control,
mainly due to pilot inexperience or inattention, is another critical issue. The aircraft had mediocre slow
speed handling characteristics and high pilot workload.
The largest operator of the type outside of the former Soviet Union and China is India. Between 1966
and 1984, India acquired or built 830 MiG-21s. Over half those aircraft were lost to accidents. In March
2002, India’s Public Accounts Committee (PAC) (similar to the US’ General Accountability Office)
released a report to Parliament noting that between 1991 and 2000, a total 221 MiG-21 aircraft (some
reports indicate a total of 250) of several versions were lost with 100 pilots killed. Between 1997 and
2000, 55 MiG-21 crashed with the loss of 21 pilots, while in 2000 alone, of the 18 fighters lost in
accidents, 10 were MiG-21s.
Some data indicate that between 1990 and 1997, the average accident rate of the MiG-21 was 23.7 per
100,000 hours. Other data, presented by the Comptroller and Auditor General of India (CAG) released
in June 2000, argues that the MiG-21 accident rates have indeed shown a steady downward trend. As

per CAG report, the overall MiG-21 accident rate of the Indian Air Force (IAF) for the period 1991-92 to
1996-97 was down from 35.3 to 18.9 per 100,000 hours. Another analysis issued by the IAF in July 2003
shows that between 1993 and 2002, 98 MiG-21s were lost in 533,000 sorties or approximately 400,000
hours. This results in an accident rate of 24.56 per 100,000 hours.
A North Vietnamese MiG-21 deploys its drag chute during landing during the Vietnam War. The drag chute is an essential safety item for the operations of
MiG-21 aircraft. Source: USAF.
Several factors contribute to the IAF’s high MiG-21 accident rate: (1) aging aircraft of the 1970s vintage
with design limitations difficult to overcome (in 2005, 70 older MiG-21s were retired because they had
reached their design life-limit), (2) direct exposure of inexperienced pilots to highly unforgiving
supersonic aircraft with limited transitional training, (3) the absence of flight simulators to train pilots on
how to effectively handle emergencies, and (4) poor maintenance and inadequate quality control on
spares and rotables. The operational experience by the IAF with the MiG-21 cannot be underestimated,
not just because of the number of aircraft in service and their length of service, but also because the IAF
is relatively transparent and its accidents are investigated and made public. In addition, the IAF
publishes critical flight safety data as part of its operational programs. The availability of such data is not
easily obtainable from former Warsaw Pact countries during the Cold War.
The IAF is not the only entity that has had problems with the MiG-21. For example, between 1964 and
1999, the Czech Air Force (before 1993, the Czechoslovakian Air Force) lost 112 MiG-21s from a total of
about 400 aircraft that entered service. The East German Air Force had a similar experience with 131
MiG-21s lost out of a total of 443, for an attrition rate of 29%-33% depending on the version of the
aircraft. When combined with an estimated 500,000 hours flown, the Czech Air Force accident rate is
about 22.4 per 100,000 hours. Between 1963 and 1990, the Bulgarian Air Force MiG-21 fleet flew for
about 180,000 hours. About 40 aircraft were lost in accidents, which equates to an accident rate of 22
per 100,000 hours. This rate may have been reduced to 17.9 per 100,000 for the period 1990-1999,
but the data is unclear with regards to aircraft accidents where the aircraft was not destroyed outright.

While acquiring operational MiG-21 data while serving with the Soviet Air Force (the largest MiG-21
operator) is rather difficult, there is data that indicates that the accident rate for early MiG-21 (i.e., MiG-
21F) types ranged from 31 to 38 per 100,000 hours, with the majority being engine related. However,
there is data that suggest that there were operational periods where the accident rate for the MiG-21 in
Soviet Air Force service may have been below 15 per 100,000 hours, but this is difficult to verify. Against
this background, there is data to suggest that the Finnish Air Force, which operated the MiG-21 from
1963 until 1998, may have achieved the lowest MiG-21 accident rate, at around 13 per 100,000 hours
(11 losses, about 80,000 hours).
Recently, other operators have had issues with the aircraft. For example, in 2010, Romania, now a
NATO member and long-time MiG-21 operator grounded the aircraft because of concerns over its
maintainability. One of the issues with the Romanian Air Force accidents is that it operates possibly
the most modern MiG-21s, the Lancer. Despite of this, in 25,000 hours flown by the upgraded MiG-21
fleet since 1996, 12 aircraft have been lost, which equates to an accident rate of 48 per 100,000 hours.
The rate had been computed at 30.76 at the 13,000-hour mark. The Romanian AF accident rate is
likely to be higher if aircraft not destroyed are included. Relevant is the fact that although the
Romanian MiG-21s are upgraded, they retain several of the MiG-21’s weaknesses, including long take-
off and landing distances, difficult low speed handling, and high approach speeds.
Low pass of a Serbian Air Force MiG-21 UM during an airshow in 2012. Note the front and aft air brakes. Source: claudiu_ne, http://en.wikipedia.org.

An US Navy F-14B Tomcat assigned to the “Jolly Rogers” of Fighter Squadron One Zero Three (VF-103) leads a formation
with two Croatian MiG-21 fighter aircraft. U.S. Navy squadrons assigned to Carrier Air Wing One Seven (CVW-17)
aboard the nuclear powered aircraft carrier USS George Washington (CVN 73) have sent a detachment to Croatia in
order to participate in the exercise “Joint Wings 2002.” Croatia is now a NATO member and continues to field the
venerable MiG-21 in the air defense role. Source: U.S. Navy.
Although some of these data may be overstated, the range (a low of 17.9, a high of 48, and an accurate
mean estimate at about 29-30 per 100,000 hours) creates concerns over the aircraft’s suitability for
certain non-combat tasks, and certainly civil operations. In other words, its risks and utility are not
balanced. One common aspect of many MiG-21 operators has been the very low number of
serviceable aircraft. Serviceability rates below 50% and even 40% are not uncommon, either today, or
even 15 years ago.
For example, in
1997, the
Slovakian Air Force
had a force of 59
MiG-21s, and of
these, only 18
were operational
due, primarily, to a
shortage of spare
parts and
inadequate
maintenance
support. From an
operational
perspective,
perhaps the
situation involving
the Bulgarian Air
Force (a current
NATO MiG-21
operator) may
summarize the
situation involving
older airframes
like the MiG-21. In 2011, a defense study found that the non-fulfillment of the planned total annual
flight hours was due to spare parts shortages and delays in fulfilling aviation equipment repairs and
refurbishment contracts. Not surprisingly, it was also found that although the number of accidents
was reduced by 7% when compared to the previous year, “the tendency of the past years was
preserved, and approximately 64% of the aviation incidents were due to failures of aviation
equipment.” In 2006, it was reported that the Indian Air Force was only able to achieve a serviceability
rate of 33% (about 55% by other sources) for their upgraded MiG-21 Bison aircraft. Although the rate
may vary, the fact is that at any given time, over half of the aircraft are grounded due to spare parts
shortages, maintenance issues, and insufficient overhauling. This is not an indication that the IAF is not
knowledge on how to increase the serviceability rate, but it does show a tight oversight over the
airworthiness of aircraft, that is, aircraft are not returned to operational status unless there is a high-
level of certainly over their condition and safety. Regardless, it is evidence that the aircraft is note easy

or cheap to operate and maintain, and that as the aircraft continue to age, the situation is not likely to
improve.
Another aspect of MiG-21 safety is survivability. The aircraft has a high lethality rate, that is, the chances
for the pilot surviving an accident are low when compared with other types. For example, Bulgarian Air
Force data (1992) indicates that the lethality rate of MiG-21 accidents was a high 48%, the Indian Air
Force’s is about 45-49% (depending on the data set), while the Czechoslovakian Air Force lethality rate
was a relatively “low” 39% when MiG-21 operations ceased in 2005. Essentially, a MiG-21 pilot has
about a chance in two chance of surviving an accident.
The safety record of the MiG-21 conducting civil aircraft operations in the U.S. is less than desirable.
Since 1992, there has been two major accidents, one of which was fatal, plus another five serious
incidents. During that period an estimated
total of 3,500 hours were flown (average of five
aircraft operational in any given year x 20 years
x 35 hours per year) by civil MiG-21s. This
equates to an accident rate of 57 per 100,000
hours, which is higher than any of the rates
experienced by the military operators
discussed above. MiG-21 operations in the U.S.
are anticipated to increase in both the number
of active aircraft and number of annual flight
hours. One operator plans an active fleet of
eight MiG-21s. Using the accident rate of 57
per 100,000 hours, the probability that in one
year’s time this operator will lose an aircraft in
an accident is 1.09.1
In summary, the MiG-21 does not forgive mistakes by inexperienced pilots or maintainers, and even
those with experience had to stay alert and show superior airmanship and technical knowledge. Top-
notch maintenance and operational procedures are the only way to mitigate many of the safety issues
and risk factors with this unforgiving aircraft. As mentioned in the 1966 DDR Luftstreitkräfte (East
German Air Force) DV-432/4a MiG-21PF Manual, “it must always be remembered by the flying and
technical personnel that a modern fighter, which flies at very high…speed, presupposes deep knowledge
of the aircraft and the engine as well as the necessary understanding of the mode of operation and
maintenance of the systems. Only excellent knowledge of all of the [military] regulations ensures
reliable operation of all systems of the aircraft in the air.” This cannot be ignored as part of any civil
operation, and thus as part of the airworthiness certification process, which requires the ability to think
critically about the hazards of operating such aircraft.
1
In other words, the operator will likely experience an aircraft accident in less than 12 months. Here is the computation. An accident rate of 57 per 100,000
flight hours means that 57 flights end in an accident every 100,000 hours flown. Given eight aircraft flying 20 hours per month, the number of hours per year
is 1,920. (8 X 20 X 12 = 1,920) Therefore, if we have 1,920 flight hours per year with an accident rate of 0.00057 accidents per hour, the probability of having
an accident in a year is 109%. (1,920 x 0.00057 = 1.09 or 109%).
Above, members of the USAF 4477th Tactical Evaluation Squadron standing in
front of an Ex-Indonesian AF MiG-21F-13 in the 1980s.

On this and the following page, four views of the July 12, 2012 overrun of N9307 at Eden Prairie, Minnesota. The pilot was slightly
injured and the aircraft severely damaged. The aircraft was attempting to land on the airport’s 5,000-foot runway when it overrun the
runway and ended its course across a public road. The drag chute failed after deployment. Source: FAA.

A Romanian Air Force MiG-21MF Lancer A during take-off (full afterburner) in July 2010. Source: Alexander St. Alexandrov. Copyright © 2012.
MiG-21 Aircraft in the FAA Registry (January 2013)
Mfr/Mdl Code Number of Aircraft Assigned Manufacturer Name Model Name
05616EZ
OHIO - 1
Total = 1
STATE AIRCRAFT FACTORY F-7 MIG-21
056163Q
ARIZONA - 1
CALIFORNIA - 1
DELAWARE - 3
FLORIDA - 3
ILLINOIS - 1
MINNESOTA - 1
OREGON - 1
TEXAS - 4
Total = 15
MIKOYAN GUREVICH MIG-21
05603QV
IDAHO - 1
Total = 1
MIKOYAN GUREVICH MIG-21F
056147T
FLORIDA - 1
MICHIGAN - 1
Total = 2
MIKOYAN GUREVICH MIG-21MF
05616QY
CALIFORNIA - 1
DELAWARE - 1
ILLINOIS - 1
VERMONT - 1
Total = 4
MIKOYAN GUREVICH MIG-21PF
05630JI
DELAWARE - 1
Total = 1
CAMELOT AVIATION LLC MIG-21PF
05615T6
ALABAMA - 1
CALIFORNIA - 1
WASHINGTON - 1
Total = 3
MIKOYAN GUREVICH MIG-21R
056037S
DELAWARE - 1
NEW JERSEY - 2
OREGON - 3
TEXAS - 2
WASHINGTON - 1
Total = 9
MIKOYAN GUREVICH MIG-21UM
05630IW
DELAWARE - 1
Total = 1
CAMELOT AVIATION LLC MIG-21UM
05602Q5
MONTANA - 1
Total = 1
MIKOYAN GUREVICH MIG-21US
05602PQ
FLORIDA - 1
Total = 1
MIKOYAN GUREVICH MIG-21UT
0560644 Total = 0 MIKOYAN GUREVICH MIG-21VN

Civil MiG-21s in US (2008)
Registration Version & Variant Operational & Remarks
1. N21EV MiG-21UM Yes
2. N21MG F-7 No
3. N21PF MiG-21PF No
4. N21UT MiG-21UM No
5. N22FR MiG-21US Unknown
6. N57GS MiG-21UM Yes
7. N63SG MiG-21 Unknown
8. N121MG MiG-21PF Yes
9. N121TJ MiG-21U No
10. N213DM MiG-21PF Unknown
11. N221GL MiG-21PFM Unknown
12. N221MG MiG-21US Yes
13. N221YA MiG-21F-13 No
14. N315RF MiG-21U No
15. N316DM MiG-21PF Unknown
16. N317DM MiG-21UM Yes
17. N321LS MiG-21 No
18. N321ST MiG-21UM No
19. N711MG MiG-21UM Yes
20. N1011E MiG-21F-13 No
21. N1101E MiG-21F-13 No
22. N1121M MiG-21US No
23. N3751L MiG-21UM No
24. N4318W MiG-21 Unknown
25. N5179Y MiG-21PF Unknown
26. N621DM MiG-21PF Unknown (ex-G-BRAO)
27. N6285D MiG-21F-13 No
28. N6285L MiG-21F-13 No
29. N6285U MiG-21US No
30. N7238T MiG-21UM Unknown
31. N7203S MiG-21UM Yes
32. N7803Z MiG-21R No
33. N9149F MiG-21US Unknown
34. N9242N MiG-21US Yes
35. N1165 MiG-21UM Yes
36. N7708 MiG-21MF No
37. N9307 MiG-21MF Yes
38. N20739 MiG-21UM Unknown
39. N30421 MiG-21R Unknown
40. N80634 MiG-21R No
41. N80639 MiG-21R Unknown

Specifications (Mikoyan-Gurevich MiG-21PFM)
General Characteristics
• Crew: 1
• Length: 14.5 (with pitot) m (47 ft. 6.86 in)
• Wingspan: 7.154 m (23 ft. 5.66 in)
• Height: 4.125 m (13 ft. 6.41 in)
• Wing area: 23.0 m2 (247.3 ft²)
• Gross weight: 7,800 kg (17,195 lb.)
• Powerplant: 1 × Tumansky R-11F2S-300, 38.74 kN (8,710 lb.) thrust dry, 60.54 kN (13,610 lb.) with
afterburner each
Performance
• Maximum speed: 2,175 km/h (1,385 mph)
• Maximum speed: Mach 2.05
• Range: 1,670 km (1,037 miles)
• Service ceiling: 19,000 m (62,335 ft.)
Armament
• One GP-9 cannon pod with 23 mm GSh-23 cannon, plus
• Two K-13A (R-3S) AAM or
• Two 500 kg (1,102 lb.) of bombs
Specifications (Mikoyan-Gurevich MiG-21bis)
• Crew: 1
• Wingspan: 7.154 m (23 ft. 5.66 in)
• Height: 4.125 m (13 ft. 6.41 in)
• Wing area: 23.0 m2 (247.3 ft²)
• Empty weight: 5,339 kg (11,770 lb.)
• Powerplant: 1 × Tumansky R-25-300, 40.21 kN (9,040 lb.) thrust dry, 69.62 kN (15,650 lb.) with
afterburner each
Performance
• Range: (internal fuel) 1,210 km (751 miles)
• Rate of climb: 225 m/s (44,280 ft./min)

Above, an Egyptian Air Force MiG-21 aircraft participates in a live-fire demonstration during BRIGHT STAR '82, a combined exercise involving
the armed forces of the US, Egypt, Sudan, Somalia, and Oman. Below, a close-in view of a Soviet MiG-21 Fishbed fighter aircraft with UV-16
rocket pods attached to the wing pylons and a GP-9 23 mm cannon undercarriage. Source: http://www.defenseimagery.mil.

Armament
• One internal 23 mm GSh-23 cannon, plus
• Two K-13A (R-3R) or 4x Molniya R-60 AAM or
• Two 500 kg (1,102 lb.) bombs
Specifications (Mikoyan-Gurevich MiG-21-93)
• Crew: 1
• Wingspan: 7.154 m (23 ft. 5.66 in)
• Height: 4.125 m (13 ft. 6.41 in)
• Wing area: 23.0 m2 (247.3 ft²)
• Powerplant: 1 × Tumansky R-25-300, 40.21 kN (9,040 lb.) thrust dry, 69.62 kN (15,650 lb.) with
afterburner each
Performance
• Range: (internal fuel) 1,210 km (751 miles)
• Rate of climb: 225 m/s (44,280 ft./min)
Source: USAF.

Source: USAF.

Above and below, and using training equipment, Romanian Air Force (NATO member) maintainers explain the inner workings of the R-13 MiG-
21 engine (above) and engine systems (below) to USAF personnel during a joint exercise in 2009. Source: USAF.

R-11 engine diagram and sample R-11 engine data. Source: USAF.

Two views of the R-11 engine. Top, the nozzle petals and seal arrangement. Above, the nozzle ring hydraulic actuator and ring. Source: USAF.

Top, a view of the inlet cowl and cone detail on an R-11-equipped MiG-21F-13 aircraft. Above, the anti-surge door and suck-in door locations on a
USAF MiG-21F-13. Note the low location of the long pitot and probe boom on this aircraft, a real danger to ground crew. Source; USAF.

Above and below, close-up views of a USAF MiG-21F-13 during scheduled maintenance. The first MiG-21, an early F-13 version, was evaluated in the
US in 1968-1969. Source: USAF.

Above, a Romanian Air Force MiG-21bis being overhauled by Aerostar in Romania in 2003. Source: Chris Lofting. Below, a MiG-21F-13
instructional airframe in Romania in 2006. Note the air intake internal structure. Source: Chris Lofting.

Two close-up views of the early MiG-21F-13 cockpit and ejection seat system. Note the forward-hinged canopy, the inner windshield panel, the ejection seat
deflector, and the clear panel behind the cockpit. This cockpit and ejection seat layout differ significantly from the set up provided below, which is that of a
late-model MiG-21. Source: Above, USAF. Below. Unknown.
Top and above, two close-up views of a Romanian Air Force MiG-21 Lancer C, probably the most effective and modern MiG-21 in operations today. Although
out-classed in many respects, the aircraft is now integrated into NATO operations in the air defense role. Compare the later model ejection seat in this aircraft
with the earlier seat in the MiG-21F-13 aircraft shown above. Source: FAA.

Above, a view of the aft cockpit of a Serbian Air Force MiG-21UM Mongol B in 2012. Note the white line painted on the instrument panel,
used as a reference to assist the pilot in recovering from a loss of control. Source: Alexander St. Alexandrov. Copyright © 2012. Below,
the right-hand console of a civil MiG-21. Note the English translation (labels) on most of the switches. Source: FAA

Source: USAF.

Initial MiG-21 Mass Production - Generation One (1957–1961)
Ye-6 (1957)
Three pre-production versions of MiG-21F.
MiG-21F (1959; Izdeliye 72; NATO "Fishbed-B")
Single-seat day fighter aircraft. It was the first production aircraft, with 93 machines being made (20 in
1959, 73 in 1960). The MiG-21F carried 2160 liters of fuel in six internal fuel tanks and was powered by
an R-11F-300 turbojet engine with 5740 kg of thrust. The earliest units were fitted with one NR-30 and
two NR-23 cannon, subsequent aircraft were armed with two 30-mm NR-30 cannons 60 shells each, it
was also capable of carrying two bombs ranging from 50 to 500 kg each. Avionics included PUS-36D
weapons sequencing module, R-800 communications radio, ASP-5NV-U1 computing gun sight, and SRD-
5MN Baza-6 radar rangefinder.
Ye-6/9 (1960)
A production MiG-21F was modified in 1960 to test nuclear strike capability on the MiG-21 airframe.
Ye-6T (1958)
Prototypes based on MiG-21F used for testing the Vympel K-13 (NATO: AA-2 'Atoll') missile system. The
aircraft were later reused for other tests.
Ye-6T/1 ("Ye-66") (1959)
Ye-6T/1 prototype, number 31 Red, was refitted with R-11F2-300 engine to break the world speed
record. "Ye-66" was a "fake" designation used on the documents submitted to the FAI; it was not the
official designation. Konstantin Kokkinaki set a new world speed record on September 16, 1960 in this
aircraft, reaching a top speed of 2,499 km/h (1552 mph) on a 100 km closed course.
Ye-6T/1 ("Ye-66A") (1961)
After setting a new world speed record, Ye-6T/1 "31 Red" was rebuilt again to try to set a new world
altitude record. To this end it had a U-21 rocket booster added to a fairing in the tail, and kept the
upgraded R-11F2-300 turbojet. "Ye-66A" was a "fake" designation used on the documents submitted to
the FAI; it was not the official designation. On April 28, 1961, Georgi Mosolov set the new altitude
record at 34,714 m (113,891 ft.), breaking the previous record set by an American pilot in an F-104
Starfighter by 2899 m (9511 ft.).
Ye-6T/2 (1961)
Second prototype Ye-6T reused to test skid-type landing gear for use on dirt strips.

Above and below, two unusual views of a USAF MiG-21F-13. The first MiG-21 was evaluated in the US in 1968-1969. Source: USAF.

MiG-21P-13 (aka Ye-7) (1958)
Two MiG-21s (Izdeliye 65) were converted to use K-13 missile system as part of a development project
for an interceptor armed with the K-13 missile. Due to the MiG-21P-13 project lagging behind schedule,
it was decided to produce the existing MiG-21F with the capability to use the K-13 missile system,
resulting in the MiG-21F-13. The development continued, however, eventually resulting in the MiG-
21PF.
MiG 21-F13
Short-range day fighter; the MiG-21F-13 was the first MiG-21 model to be produced in large numbers.
Unlike the MiG-21F, the MiG-21F-13 had only one NR-30 cannon on the starboard side, with only 30
rounds; however, it added the capability to use the K-13 missile system, of which two could be carried on
under wing hard points. On early-production MiG-21F-13s the launch rails were of the APU-28 type;
later models had these replaced by APU-13 rails. The launch rails were removable, allowing the MiG-
21F-13 to carry two UB-16-57 unguided rocket launchers, two S-24 rockets on PU-12-40 launch rails or
two FAB-100/250/500 bombs or ZB-360 napalm tanks.
The F-13 had further upgrades: an improved ASP-5ND optical gun sight and upgraded SRD-5ND ranging
radar. The MiG-21F-13 was also built under license in China as the Chengdu J-7 or F-7 for export, as well
as in Czechoslovakia as the Aero S-106, though the S-106 designation was not used for long;
subsequently, the Czech-built units were referred to as "MiG-21F-13" just like the Soviet-built aircraft.
MiG-21FR
Czechoslovak designation for MiG-21F and Aero S.106 (Czech-built MiG-21F) converted to carry
reconnaissance pods.
MiG-21F-13R (1974)
Bulgarian designation for MiG-21F-13 aircraft locally modified to carry an AFA-39 camera.
Ye-6V (1961; NATO "Fishbed-E")
Experimental STOL version of MiG-21F-13 with JATO boosters.
Interceptors - Generation Two (1961–1966)
MiG-21PF (1961; Izdeliye 76; NATO "Fishbed-D")
Production version of the all-weather interceptor. These were powered by the R-11F2-300 turbojet and,
starting with the seventh production batch, fitted with the RP-21 radar (the first six batches used the
older TsD-30T radar (aka RP-9-21). Further, the weapons control system was modified from that of the
F-13 to allow use of the RS-2US (aka K-5MS) beam-riding AAM in addition to the IR-seeking K-13.

MiG 21 PF (1961; Izdeliye 76A)
Version for export to Warsaw Pact countries; only difference from domestic version was the IFF equipment.
MiG-21PFL (1966; Izdeliye 76A)
Version of MiG-21PF tailored to a Vietnamese requirement. The "L" designation may be short for lokator
to reflect the different sensor suite in this version as compared to the standard PF.
MiG-21PFM (Izdeliye 76A)
Not to be confused with the "real" MiG-21PFM this is Izdeliye 94. This was an East German designation
for MiG-21PF aircraft with upgraded RP-21 radars.
MiG-21RFM (Izdeliye 76A)
Romanian designation for the MiG-21PF.
MiG-21FL (1965; Izdeliye 77)
Export (Third world) model of the MiG-21PF. Downgraded from baseline MiG-21PF with older and less
powerful R-11F-300 engine, no provision for carrying RS-2US beam-riding missiles and a simplified,
downgraded version of the RP-21 radar, designated RILL. Wide-chord fin and brake chute fairing at its
base. Built under license in India as the Type 77.
Ye-7SPS (1961)
Test bed to develop flap-blowing system, rebuilt from Ye-6V/2.
MiG-21PFS (Izdeliye 94; NATO "Fishbed-D")
The first nine production batches of the MiG-21PFS were externally identical to the MiG-21PF but with
blown flaps and brake chute fairing at the fin's base.
MiG-21PFS (Izdeliye 94; NATO "Fishbed-F")
From batch 10 to batch 19, the large-chord vertical stabilizer first seen on the MiG-21FL was introduced,
but the aircraft retained the SK ejection seat and one-piece, forward-opening canopy of the MiG-21PF.
MiG-21PFS (Izdeliye 94; NATO "Fishbed-F")
From serial no. 941314 onwards, MiG-21PFS aircraft had the wide-chord tail, a KM-1 ejection seat, and a
two-piece, sideways-opening canopy.

Several details of the MiG-21’s characteristics are presented on this page. Top, the aft fuselage area,
horizontal stabilizer, and wing stall fences are visible. Middle, the intricate set-up of the landing gear,
external fuel tank, and one of the air brakes. Bottom, the Pitot tube, and air data vanes. Photos: FAA.

MiG-21PFM (1964; Izdeliye 94; NATO "Fishbed-F")
The production version of the Ye-7M was a modernized MiG-21PF, with upgraded RP-21 M radar, SRZO-2
Khrom-Nikkel IFF transponder and other changes in avionics. Further, later-production MiG-21PFMs
reintroduced cannon armament, in the form of the capability to carry the GSh-23 cannon and 200 rounds
in an underbelly pod. Following tests in 1966, MiG-21PFM aircraft built after 1968 could carry the Kh-66
air-to-surface missile.
MiG-21PFM (1964; Izdeliye 94A; NATO "Fishbed-F")
Export version with a different IFF system and no capacity to carry S-24 rockets or ZB-62 napalm tanks.
MiG-21PFM (Izdeliye 94N; NATO "Fishbed-F")
Nuclear-capable version of MiG-21PFM.
MiG-21PFMA (Izdeliye 94A)
Polish designation of standard MiG-21PFM.
MiG-21PFMN (Izdeliye 94N)
Polish designation of nuclear-capable MiG-21PFM.
MiG-21RFMM (Izdeliye 94A)
Romanian designation for the MiG-21PFM.
MiG-21SPS (Izdeliye 94A; NATO "Fishbed-F")
To avoid confusion with the local "MiG-21PFM" designation given to the modified MiG-21PF (Izdeliye
76A), the East German air force re-designated the "real" MiG-21PFM of Izdeliye 94A as "MiG-21SPS."
MiG-21SPS-K (Izdeliye 94A; NATO "Fishbed-F")
East German designation for MiG-21PFM (Izdeliye 94A) aircraft wired for using cannon pods.
MiG-21R (1965; Izdeliye 03/94R; NATO "Fishbed-H")
Initially designated Izdeliye 03 to confuse outsiders, the MiG-21R official "type" designation was Izdeliye
94R. The first production unit was rolled out in early 1966 and production continued until 1971. For
Recce missions, the MiG-21R could carry a Type D daylight PHOTINT pod, a Type N nighttime PHOTINT
pod, a Type R general-purpose ELINT pod or a Type T pod housing a TV system, making the MiG-21R one
of the first Soviet Recce aircraft to make use of ELINT equipment. Small changes were made throughout

the production run. Early-production units had the R-11F2S-300 turbojet, which was replaced in later
machines by the R-13-300 powerplant. In the air-to-air role, the MiG-21R could carry two RS-2US or R-3S
air-to-air missiles, and in the strike role it could be loaded with two UB-16-57UM or UB-32 rocket pods,
two S-24 heavy unguided rockets or two bombs of up to 500 kg weight (each).
MiG-21R (Izdeliye 94RA; NATO "Fishbed-H")
Export version of the MiG-21R, delivered with the Type D and Type R pods.
MiG-21RF (Izdeliye 94RA; NATO "Fishbed-H")
Egyptian designation for MiG-21R aircraft which had been locally modified by permanently mounting the
cameras in a fairing under the nose.
MiG-21RF (Izdeliye 96R; NATO "Fishbed-H")
Not to be confused with the Egyptian local designation "MiG-21RF.” This designation was used after
some MiG-21Rs were upgraded with R-13-300 engines as in the MiG-21MF.
MiG-21S (1964; Izdeliye 95; NATO "Fishbed-J")
The production version of the Ye-7S. This was fitted with the RP-22 radar (production version of the
Sapfir-21 radar) working together with an ASP-PF-21 computing gun sight. The airframe was different
from that of the MiG-21PFM by using the same saddle tank as in the MiG-21R. The MiG-21S had an R-
11F2S-300 powerplant and an AP-155 autopilot featuring a 'panic button' auto recovery system. The
MiG-21S could carry the GP-9 cannon pod. It had four under wing hard points, with the two outboard
pods being "wet,” that is, they could carry drop tanks. It could carry all weapons that the MiG-21PFM
could, with the addition of the R-3R (K-13R) missile, the semi-active radar homing variant of the K-13.
MiG-21S was produced from 1965 to 1968 and delivered only to the Soviet air force.
MiG-21N (1965; Izdeliye 95N; NATO "Fishbed-J")
Also known as MiG-21SN, this was a nuclear-capable variation of the MiG-21S.
Modernization - Generation Three (1968–1972)
MiG-21M (1968; Izdeliye 96; NATO "Fishbed-J")
Export variant of the MiG-21S with two major differences: the RP-22 radar of the MiG-21S was
substituted with the older RP-21MA radar, and featured a built-in GSh-23L cannon instead of a cannon
pod. In the air-to-air role it could only carry the R-3S IR-seeking AAM on its four pylons, as the SARH
variant, the R-3R, was not cleared for export. The type was also license-built in India, the first Indian-
built example being delivered in February 1973.

Above, a Bulgarian Air Force (NATO) MiG-21bis SAU Fishbed N in 2012. Source: Alexander St. Alexandrov. Copyright © 2012. Below, an in-flight photograph
of the MiG-21F that was flight tested by the USAF in 1969. Source: USAF.

MiG-21M (Izdeliye 96A, NATO "Fishbed-J")
Export variant for Warsaw Pact countries.
MiG-21MA (Izdeliye 96A, NATO "Fishbed-J")
The Czechoslovak Air Force re-designated its MiG-21Ms that had been re-engined with the Tumansky R-
13-300 engine as "MiG-21MA," keeping the RP-21MA radar. Some of these were later re-equipped with
the RP-22 radar - bringing it to MiG-21MF standard - and were then re-designated "MiG-21MF."
Top, an ex-Bulgarian Air Force MiG-21PF disassembled for shipping. Source: USAF. Above, a stripped down Bulgarian Air Force MiG-21bis Fishbed L during
a recent depot-level overhaul in 2011. Source: Alexander St. Alexandrov. Copyright © 2012.

MiG-21K (1969; proposal)
This was a proposed variant of the MiG-21 for a dedicated ground attack role. It was withdrawn.
MiG-21Sh (1969; Izdeliye 21-32"; project)
This was another ground-attack project that was a "fusion" of the MiG-21 and the MiG-27; it was
referred to alternatively as MiG-21Sh and MiG-27Sh. Cancelled.
MiG-21SM (1969; Izdeliye 15/95M; NATO "Fishbed-J")
Upgrade of the MiG-21S using the R-13-300 engine and with a built-in GSh-23L cannon, as well as a
considerably updated avionics package.
MiG-21MF (1970; Izdeliye 96F; NATO "Fishbed-J")
Export version of the MiG-21SM, with RP-22 radar and R-13-300 turbojet. The choice of weapons loads
was increased with the addition of the R-60 (NATO: AA-8 "Aphid") and later the R-60M IR-seeking AAM.
These were also license-built in India by HAL as the Type 88.
MiG-21MFR (1995)
Bulgarian local designation for MiG-21MF modified to carry Recce pods after the retirement of the MiG-
21F-13R.
MiG-21MF-75
Unofficial designation used in Bulgaria, East Germany, Romania and Czechoslovakia to refer to MiG-
21MF aircraft delivered with cockpit instrumentation identical to that in the MiG-21bis (the "75" refers
to "1975", the year in which these entered production.)
MiG-21MFN
Czech Air Force designation for MiG-21MF upgraded with NATO standard avionics.
MiG-21DF (1969)
A production MiG-21 (S or SM) refitted with R-13F2-300 engine and Kvant radar rangefinder for test
purposes. Though testing revealed an improvement in maneuverability, this variant was not produced.
MiG-21SMF (1970)
A test bed aircraft - a stock MiG-21SM refitted with the uprated R-13F2-300 turbojet. Though a
prototype for what would have been a new model, it never entered production.

MiG-21MT (1971; Izdeliye 96T; NATO "Fishbed-J")
This was a MiG-21MF with increased fuel capacity. Though designed for export, only 15 were built and
none were exported.
MiG-21SMT (1971; Izdeliye 50; NATO "Fishbed-K")
A development of the MiG-21SM with increased fuel capacity. This variant is easily spotted thanks to its
larger spine.
MiG-21ST (Izdeliye 50)
Due to the extreme unpopularity of the MiG-21SMT amongst Soviet pilots, most were rebuilt with the
smaller saddle tank of the MiG-21bis after that type entered production in 1972. Following the
conversion, they were re-designated MiG-21ST and were externally indistinguishable from the MiG-21bis.
MiG-21bis (1972; Izdeliye 75; NATO "Fishbed-L/N"
The ultimate development of the MiG-21, fitted with the Tumansky R-25-300 turbojet engine and a great
number of other advances over previous types. Those MiG-21bis for the Soviet PVO (Air Defense Force)
were equipped with the Lazur GCI system (NATO: "Fishbed-L"), while those for the Soviet Air Force were
fitted with the Polyot ILS system (NATO: "Fishbed-N").
MiG-21bis (Izdeliye 75A; NATO "Fishbed-L")
Lazur-equipped version with a slightly different avionics package exported to some Warsaw Pact
countries. In Bulgaria and East Germany these were designated MiG-21bis-Lazur.
MiG-21bis (Izdeliye 75B; NATO "Fishbed-N")
Polyot-equipped version with a slightly different avionics package exported to some Warsaw Pact
countries. In Bulgaria and East Germany these were designated MiG-21bis-SAU (SAU referring to
Sistema Avtomaticheskovo Upravleniya = "Automatic Control System"). This variant was manufactured
under license by HAL in India from 1980 to 1987.
MiG-21bis-D
Upgraded in 2003 for the Croatian Air force with some elements of the Lancer standard. Modernized for
NATO interoperability including a Honeywell ILS (VOR/ILS and DME), a GPS receiver, a new IFF system,
and communications equipment from Rockwell Collins.
MiG-21bis/T
Finnish designation for MiG-21bis modified to carry reconnaissance pods.

Trainer Variants (1960–1968 Onward)
Ye-6U (1960)
Trainer prototype based on the Ye-6T.
MiG-21U (1961; Izdeliye 66-400; NATO "Mongol-A")
Two-seat training version of the MiG-21F-13.
MiG-21U-400
East German designation for MiG-21U aircraft of Izdeliye 66-400.
MiG-21UR (1961; project)
This was an unrealized project based on the Ye-6U in which the rear cockpit was transformed into an
extensive camera bay.
MiG-21U (1965; Izdeliye 66-600; NATO "Mongol-B")
Essentially the same as the 66-400, but with the wide-chord vertical stabilizer as on the MiG-21PFM.
MiG-21U-600
East German designation for MiG-21U aircraft of Izdeliye 66-600.
MiG-21US (1966; Izdeliye 68; NATO "Mongol-B")
Two-seat training version; upgrade of MiG-21U 66-400 with blown flaps.
MiG-21US (1966; Izdeliye 68A; NATO Mongol-B")
Export version of MiG-21US with slightly modified avionics.
MiG-21UM (1968; Izdeliye 69; NATO "Mongol-B")
Two-seat training version of the MiG-21MF. Type 69 Indian Air Force designation.
MiG-21UMD
Croatian designation for four MiG-21UMs upgraded for NATO interoperability, similarly to the MiG-
21bis-D.

MiG-21 Upgrade Programs
MiG-21-93
This package provided an upgrade of the avionics suite that includes installation of the Kopyo pulse-
Doppler radar, smaller version of N010 Zhuk airborne radar used by the MiG-29, which enables the
aircraft to fire a greater range of modern weapons such as the beyond-visual-range Vympel R-77 air-to-
air missile. Other upgrade features include installation of a dual-screen HUD, helmet-mounted target
designator, and advanced flight control systems.
MiG-21-2000
Single-seat 21st century version for export buyers by Israel Aerospace Industries (IAI).
MiG-21 LanceR
Upgraded version for the Romanian Air Force done by Elbit Systems of Israel and Aerostar SA of
Romania. The LanceR-A version is optimized for ground attack being able to deliver precision guided
munitions of eastern and western origin as well as R-60, R-73 and Python III air to air missiles. The
LanceR-B version is the trainer version and the LanceR-C version is the air superiority version featuring 2
LCD MFDs, helmet mounted sight and the Elta EL/M-2032 Air combat radar.
MiG-21 Bison
Upgraded version for export, the Indian Air Force being the first customer. Equipped with the Phazotron
Kopyo (Spear) airborne radar, which is capable of simultaneously tracking 8 targets and engaging 2 of
them with semi-active radar homing air-to-air missiles, such as the Vympel R-27. The radar also enables
the fighter to deploy active radar homing air-to-air missiles such as the Vympel R-77.
MiG-21-97
MiG-21-93 upgrade. MiG-21-93 is re-engined with the Klimov RD-33 engine, the MiG-29 engine.
MiG-21 Foreign-Built Variants
China (People’s Republic of China)
Chinese-built variants of the MiG-21 are designated Chengdu J-7 and F-7 (for export). Only the initial
version of the J-7 was a copy of a MiG-21 variant, namely the MiG-21F-13. Though an agreement had
been reached between China and the USSR for license production of the MiG-21 in China, political
relations soured between the two countries, causing Soviet assistance to stop. This forced the Chinese
to reverse-engineer parts of the handful of MiG-21F-13s supplied from the USSR, in order to make up for
blueprints and documentation that had not yet been shipped over from the USSR at the time of the
political rift. All subsequent development of the J-7 was indigenous to China and different from Soviet-

made versions. The Guizhou JL-9 trainer, first flown in 2003, is also based on the MiG-21 airframe. See
Chinese J-7 below.
Czechoslovakia
Between 1962 and 1972 the MiG-21F-13 version was manufactured under license by Aero Vodochody, in
Czechoslovakia. Aero Vodochody built a total of 194 planes during this period, under the cover
designation article Z-159. It followed the MiG-15 and MiG-19S built in Vodochody factory from the fifties
to sixties. The sole locally-built version of the MiG-21F-13 differed externally from the Soviet-built
examples by the solid Dural sheet fairing behind the cockpit canopy, as opposed to the transparent one
on the original Soviet MiGs. These machines were built for the Czechoslovak Air Force and also for
export. The R-13-300 engines were imported from the Soviet Union.
India
The production of the MiG-21s in India under license by Hindustan Aeronautics in Nasik started with the
MiG-21FL in 1966 in four phases starting with the assembly of CKD kits, moving on to subassemblies,
parts, and finally advancing to production from scratch. 205 MiG-21FLs, designated Type 77 and
nicknamed Trident, were built in India between 1966 and 1972; the first one built entirely from Indian-
made components was delivered to the IAF on 19 October 1970, with the first Indian-made R-11F2S-300
powerplant leaving the assembly line on 2 January 1969. In 1971 HAL production was switched to an
improved version of the MiG-21M (Izdeliye 96), which was designated Type 88 by HAL; as this variant
was produced exclusively in India, no Izdeliye designation is applicable. The first Type 88 MiG-21M was
delivered to the IAF on 14 February 1973 and the last on 12 November 1981, with a total of 158 built.
The last variant to be produced by HAL was the MiG-21bis. A total of 75 were built in 1977 from CKD
kits, and a further 220 were built from scratch by 1984. Despite a series of crashes during the 1990s,
the Indian Air Force has decided to upgrade about 125 of the MiG-21bis in its inventory to the MiG-21
"Bison" standard. These will serve the Indian Air Force until 2018.
An Egyptian MiG-21 during joint operations with the US in 1982. Source: USAF.

Czech Republic Air Force MiG-21MFN in 2005, just before retirement. Source: Georg Mader. Copyright © 2013.
Photograph of an Indian Air Force MiG-21 Bison (modernized - MiG-21) seen during Aero India 2005 Show, in May 2007. Source: Sheeju
at en.wikipedia.

Current MiG-21 Operators
Note: This list does not include operators of Chinese copies/licensed manufactured versions known as
the Chengdu J-7 and export version, F-7.
Azerbaijan: Azerbaijan Air Force. Around 12 received from Ukraine and to be withdrawn following
purchase of MiG-29.
Angola: Angolan Air Force. First MiG-21s in Angola were 12 MiG-21MF delivered in March 1976 from
the USSR, followed by 8 MiG-21F-13 and two MiG-21US with Soviet pilots. In 1980, 12 more MiG-
21MF and two more MiG-21US were delivered to the Angolan Air Force, and four more MiG-21US and
12 MiG-21bis (Izdeliye 75B) in 1983. None remained operational by 2007, but 18 MiG-21bis and 4
MiG-21UM are reportedly still on the Air Force's lists.
Bulgaria: Bulgarian Air Force. From 1963 to 1990 Bulgaria received: 224 MiG-21s. Six remain in service
as of 2012. Bulgaria received 12 MiG-21F-13 in 1963; the surviving nine were converted to MiG-21F-
13R standard as reconnaissance aircraft. The last six were retired in 1988 as life expired. 12 MiG-21PF
were delivered in 1965; four were lost in accidents, the other eight were retired in 1991. 12 MiG-
21PFM were received in 1965, followed by 32 more in 1977–1978 from Soviet surplus stock and two
more in 1986; further, four MiG-21PFS were delivered from Soviet surplus; of the 46 MiG-21PFM and 4
MiG-21PFS, seven were lost in accidents and four were sold to Nigeria; the last active aircraft were
withdrawn in 1992. Six MiG-21Rs were delivered in 1969 and retired in 1995. 15 MiG-21M were
delivered in 1970 and retired in 1990. Twenty MiG-21MFs were delivered in 1974–1975; seven were
converted to MiG-21MFR standard in 1995; all withdrawn by 2000. Thirty MiG-21bis Izdeliye 75B
("Fishbed-N") were delivered in 1983 and six more in 1985; Thirty-six MiG-21bis Izdeliye 75A ("Fishbed-
L") were delivered in 1990 from Soviet AF stocks. 12 MiG-21bis Izdeliye 75B remain in service. A single
MiG-21U Izdeliye 66-400 was delivered in 1966, and a single MiG-21US in 1969, followed by four more
MiG-21US in 1970. 27 MiG-21UM were delivered between 1974 and 1982. A few of these remain
operational after having gun sights and weapons pylons removed and being re-designated MiG-21UM-
2.
Cambodia: Cambodian Air Force. Nineteen second-hand MiG-21bis (Izdeliye 75B) and three MiG-
21UMs delivered from the USSR in 1982, as well as three MiG-21UMs from Bulgaria in the same year.
There are plans to modernize these in Israel, but so far only one MiG-21bis and one MiG-21UM have
been rebuilt to MiG-21-2000 standard and returned to Cambodia. MiG-21s (MiG-21bis, MiG-21UM) in
service are assigned to "The Fighter Squadron" based at Phnom Penh.
Croatia: Croatian Air Force. Three MiG-21bis were taken up following defections of Croatian pilots
from the Yugoslav Air Force; two of these were lost in combat. Forty MiG-21bis and MiG-21UM were
bought from (former East) Germany in 1993, of which 16 and 4, respectively, were put into service, the
rest used for parts. Eight MiG-21bis were upgraded to MiG-21bis-D standard and four MiG-21UM to
MiG-21UMD standard in 2003 in Romania; these are currently in service.

Above, a line of Bulgarian Air Force MiG-21 Fishbed aircraft parked on the flight line on Graf Ignatievo Air Base, Bulgaria, Nov. 11, 2008, during exercise
Nickel Javelin, a 20-day long exercise where 230 U.S. Airmen conduct bilateral training with the Bulgarian forces. Note the packed drag chutes behind the
aircraft. Source: USAF. Below: Croatian MiG-21 during low altitude maneuvering 2012. Source: Chris Lofting.

Two Views of a Cuban MiG-21 fighter aircraft inside a Navy hangar. The aircraft was flown to Key West on September 20, 1993 by a defecting
Cuban pilot. Note the afterburner ring in the bottom photograph. Source: http://www.defenseimagery.mil.

Cuba: Cuban Air Force. 40 MiG-21F-13 and two MiG-21Us were transferred to the Fuerza Aérea
Revolucionaria in 1962. At least one squadron of MiG-21PF was delivered in 1964, and either 24 or 36
MiG-21PFM were received in 1966–1967. Twelve MiG-21Rs were delivered in 1968. Sixty MiG-21MFs
were delivered between 1972 and 1974; some of these were sent to Angola. Eighty MiG-21bis
(Izdeliye 75A) were received from 1981. Five MiG-21U (Izdeliye 66-600) were delivered in 1966, and 20
MiG-21UM were delivered starting in 1968. According to Cuban sources, altogether 270 MiG-21s of all
variants were received. 12 MiG-21bis and six MiG-21UMs are still operational.
Egypt: Egyptian Air Force. By 1967, Egypt had received 235 MiG-21 fighters (MiG-21F-13, MiG-21PF,
and MiG-21PFM) and 40 MiG-21U trainers. Almost all were destroyed in the Six Day War - no more
than 10 of the 235 survived that war. 75 MiG-21PFS were supplied in 1970, followed by 12 MiG-21M,
110 MiG-21MF, 24 MiG-21US, and some MiG-21UM. Eighty Chinese J-7 were also received. The MiG-
21 remains in service.
Eritrea: Eritrean Air Force. Old Ethiopian Air Force MIG-21bis aircraft are estimated to operate six.
Ethiopia: Ethiopian Air Force. 48 MiG-21MF and MiG-21UM received 1977–1978; more - reports range
from 50 to 150 - were delivered in 1982-83. Thirty MiG-21bis (Izdeliye 75A) delivered between 1986
and 1988. Eighteen are still in service, 18 fighters, and 6 trainers.
India: Indian Air Force. India received its first MiG-21s in 1963, numbering 8 MiG-21F-13s. Two more
F-13s and two MiG-21PFs were received in 1964. The MiG-21FL was designed by Mikoyan to fulfill an
Indian requirement, and this was the first version to be license-built in India by HAL. The first 54 of
these were built and test-flown in the USSR, then dismantled and shipped to India for reassembly; the
first one built completely from scratch in India was handed over to the IAF in October 1970. All told,
205 MiG-21FL were built in India, of which 196 were built entirely in India; the last MiG-21FL was
retired in 2005. In 1971, 65 MiG-21M were delivered to India; license production of an improved
variant unique to India, designated MiG-21MF (Type 88), began in 1973, and lasted until 1981 - a total
of 158 were built. It is important to keep in mind that the HAL MiG-21MF (Type 88) is not the same as
the MiG-21MF (Izdeliye 96) that was made in the USSR for export to other countries. Kits for 75 MiG-
21bis Izdeliye 75A were delivered in 1977, and by 1984, 220 more were built from scratch in India.
Contracts were signed in 1996 to upgrade 125 MiG-21bis (plus an option for 50 more) in a service life
extension program to extend their useful life to 2017; the first two were upgraded by Sokol in Russia,
the remainder by HAL; 94 were completed by January 2006. This upgraded version was known
originally as MiG-21UPG and finally as MiG-21 Bison. A total of 45 MiG-21U of both Izdeliye 66-400 and
66-600 were delivered, including five bought from Ukraine in 1997. Seventy MiG-21UMs were
received, including some received from Eastern Europe in the 1990s.
Laos: Lao People's Liberation Army Air Force. Thirteen MiG-21PFMs and two MiG-21Us were delivered
in 1975, followed by ten MiG-21MF in 1985; none are now airworthy. There are reports of 20 MiG-
21bis Izdeliye 75A having been delivered in 1983, though there is now no trace of these, likely meaning
they are also retired. A second batch of trainers, probably MiG-21UM, was also delivered.

Libya: Libyan Arab Air Force (LAAF). MiG-21 deliveries to Libya started in 1975 of 25 MiG-21UM
trainers, followed by 50 MiG-21MFs; these were supposed to have been used to train and equip a
proposed "Palestinian Air Force" once Israel had been occupied. This did not come to pass, and both
types were used by the LAAF, though 30 of the MiG-21MFs were later sent to Syria in 1982. From
1980, 94 MiG-21bis (Izdeliye 75A) were delivered. 33 of these were still in service in 2006. The aircraft
were extensively used during the Libyan uprising of 2011.
Mali: Air Force of the Republic of Mali. Twelve MiG-21bis Izdeliye 75B fighters and two MiG-21UMs
were delivered from the USSR in 1974, and two MiG-21MFs arrived in 2005 from the Czech Republic,
along with another MiG-21UM. Only the three ex-Czech aircraft are still in service.
Mongolia: Mongolian People's Air Force. It received 44 aircraft in 1977–1984. 8-12 MiG-21PFMs and
two trainers - MiG-21UM - have reportedly been carefully been put into storage due to lack of funds
and shortage of spares, though there have been no reports of their reactivation to date.
North Korea: Korean People's Army Air Force (KPAAF). At least 200 MiG-21s, including 30 built in
China, are generally accepted as having been delivered to the KPAAF. By 1966-67, 80 MiG-21F-13 were
delivered, with the first 14 arriving in or before 1963. 65 MiG-21PFM were delivered 1968–1971 and
24 more in 1974. According to the US CIA, by 1977 there were a total of 120 MiG-21s in North Korean
service, but by 1983 this number had dropped to 50; 150 MiG-21PFM and MiG-21MF were reportedly
delivered in 1985. In 1999, 38 MiG-21bis Izdeliye 75A were delivered from Kyrgyzstan. According to
one estimate, 150 MiG-21s are in service. 50 MiG-21 trainers of different variants were delivered, of
which 30 are believed to be in service.
Romania: Romanian Air Force. 24 MiG-21F-13 were delivered in 1962-63; they were withdrawn in
1976 but not officially written off until 1993. Deliveries of the MiG-21PF began in 1965, and a total of
38 were delivered; these were designated MiG-21RFM (Radar Fortaj Modernizat) in Romanian service.
The survivors were grounded in the early 1990s and put into storage by 1999. The first MiG-21PFMs
arrived in 1966. 29 of these were the standard Izdeliye 94A, and 23 nuclear-capable variants (Izdeliye
94N) were delivered as well. Both variants were designated MiG-21RFMM in Romanian service. The
last of these were retired in 2002, replaced by MiG-21 Lancer As. Eleven MiG-21Rs, locally designated
MiG-21C (Cercetare) were delivered in 1968, remaining in service until 1998. Starting in 1969, 60 MiG-
21M were delivered, and a total of 71 MiG-21MFs were delivered starting in 1972. MiG-21Ms formed
the basis for the MiG-21 Lancer “A” upgrade and MiG-21MFs were rebuilt into MiG-21 Lancer Cs. A
total of 73 Lancer A and 26 Lancer C were built, these are currently in service under NATO standards.
In Romanian service, all variants of the two-seat trainer were designated MiG-21DC (Dubla Comanda).
The first for were MiG-21U Izdeliye 66-400 arriving in 1965, followed by three of Izdeliye 66-600. From
1969, fourteen MiG-21US were delivered, and 31 MiG-21UM were delivered between 1972 and 1980,
of which 14 were upgraded to the MiG-21 Lancer B standard.
Serbia: Serbian Air Force. Inherited from the Federal Republic of Yugoslavia in 2006. Possesses 31
MiG-21 aircraft, including MiG-21bis, MiG-21UM, and MiG-21M aircraft modified to carry
reconnaissance pods. Some were still operational in September 2007.

Syria: Syrian Air Force. 40 or 45 MiG-21F-13 were delivered around 1965 followed by 36 MiG-21PFs in
1966; six of the F-13s were lost in 1967 prior to the start of the Six Day War, and during the war itself,
32 of 60 F-13s and PFs were destroyed. These losses were covered by future deliveries from the USSR,
as well as four MiG-21F-13s from Czechoslovakia and ten from Hungary. From 1968, 100 MiG-21PFM
and MiG-21PFS were delivered, as were six MiG-21Rs in the 1970s. Sixty-one MiG-21MFs were
delivered between 1971 and 1973, but massive losses during the Yom Kippur War (180 Syrian fighters
of all types were lost) resulted in the delivery of 75 more MiG-21MFs from the USSR. During the Yom
Kippur War, 12 MiG-21Ms were bought from East Germany. A total of 54 MiG-21s and MiG-23s are
estimated to have been lost by Syria during the 1982 Lebanon War; and subsequently 198 MiG-21bis
were supplied by the USSR through the 1980s. About eight MiG-21U trainers were delivered in the
1960s, and 20 MiG-21UMs around 1973. As of 2007, eight squadrons still operated MiG-21bis aircraft,
about 200 in total, namely 8 Squadron (MiG-21MF) at Deir ez-Zor, 12 Squadron (MiG-21MF) at Tabqa,
679 and 680 Squadrons (all MiG-21MF) at Hama and 825, 826, 945 and 946 Squadrons (all MiG-21bis)
at Al Qusayr. Another source says there are 142 MiG-21 in service.
Uganda: Ugandan Air Force. Up to 18 MiG-21MF fighters and three MiG-21U variants were delivered
in the early 1970s. Seven were destroyed in the Israeli raid on Entebbe in 1976 and the rest were
destroyed or captured by Tanzanian forces in 1979; the wreckage of many of these was still visible in
Entebbe as late as 2003. In 1999, six MiG-21bis Izdeliye 75A and one MiG-21UM arrived from Poland
but were upgraded to MiG-21-2000 by Israel Aerospace Industries prior to delivery. One of these was
lost in an accident, but the rest continue in service in what is called "The Combat Unit."
Vietnam: Vietnam People's Air Force (VPAF). The VPAF received the first of its 20 or 30 MiG-21F-13
fighters in 1965; 30 MiG-21PFLs, a special variant for Vietnam, were delivered in 1966 (some historians
refer to this variant as MiG-21PFV (V = Vietnam), but this is denied by the MiG OKB); either 100 or 110
MiG-21PFM were delivered starting in 1968; sixty MiG-21MF were delivered around 1970; several
batches of MiG-21bis Izdeliye 75B were delivered starting in 1979, and 18 of Izdeliye 75A were received
second hand from Poland in 2005 (the 18 included a few MiG-21UMs). An unknown number of all
variants of the MiG-21 trainers were delivered, but MiG-21UMs were the majority. In 1996, six MiG-
21UMs arrived from the Ukraine. Some reports suggest that as many as 180 MiG-21bis, plus at least
24 MiG-21UMs, are still in service.
Yemen: Yemen Air Force. Following the unification of North and South Yemen, the new air force
received the MiG-21s in service with the former Yemen Arab Republic Air Force and the former
People's Democratic Republic of Yemen Air Force. It is estimated that 21 MiG-21MF were available in
2006, though some reports cite as many as 60 fighters and 12 trainers. Still other reports claim the
presence of MiG-21bis, but these are unsubstantiated. It is not known how many are still airworthy.
Zambia: Zambian Air Force & Air Defense Command. It received 14 MiG-21bis (Izdeliye 75A) fighters
and two MiG-21UM trainers in 1976. The two trainers and eight surviving fighters were upgraded in
Israel in 1997-98 and are now in service.

Former MiG-21 Operators
Afghanistan: Afghan Air Force. The Democratic Republic of Afghanistan Air Force received 40 MiG-21F-
13 (Izdeliye 74) in 1973, and from 1979, 70 MiG-21MF (Izdeliye 96F), 50 MiG-21bis (Izdeliye 75A and
75B) and 6 MiG-21UM (Izdeliye 69A) were delivered. Small numbers of aircraft left behind by the
Soviet Air Force after their withdrawal, including MiG-21PFS (Izdeliye 94A) and MiG-21PFM (Izdeliye
94A). Following the overthrow of the communist government, the armies of some warlords operated
MiG-21s. The Islamic Emirate of Afghanistan Air Force was set up by the Taliban, and was known to
have operated at least one MiG-21PFM, 8 MiG-21MF, 5 MiG-21bis, one MiG-21U (Izdeliye 66-400) and
three MiG-21UMs. All are now out of service (derelict and/or destroyed). MiG-21s saw combat during
the civil war in 1994 and 1995.
Algeria: Algerian Air Force. First received MiG-21F-13 starting in 1965, a total of 40 delivered; 31 were
'lent' to Egypt in 1967 for the Six Day War. Of these, six landed at an airbase just captured by the
Israelis in the war - one pilot destroyed his plane, the other five were captured, and four of these were
shipped to the USA for evaluation by the USAF. In 1966–1967 30 MiG-21PF were received, followed by
probably 40 MiG-21PFM. Six MiG-21Rs were reportedly delivered; there is no further information.
Some MiG-21M and MiG-21MF were also received; these were all designated "MiG-21MF" by the air
force. About 60 MiG-21bis of both Izdeliye 75A and 75B were delivered. Some MiG-21s were traded
to Ukraine as part of a package for 36 MiG-29s; similar deals may have been made with Belarus, who
provided Algeria with 36 more MiG-29s aircraft. The last MiG-21s were withdrawn from service by
2003.
Bangladesh: Bangladesh Air Force. Received 12 HAL-built (Indian) MiG-21MF in 1973. All now retired,
instead use Chengdu J-7.
Belarus: Belarus Air Force.
Burkina Faso: Burkina Faso Air Force. Eight MiG-21bis (Izdeliye 75A) and two MiG-21UM delivered in
1984; all non-operational by 1993.
China: People's Liberation Army Air Force (PLAAF). Three complete MiG-21F-13 and 20 kits were sent
from the USSR to China in 1961; the rest used by the PLAAF were all locally built Chengdu J-7 aircraft.
Though only 23 "actual" aircraft were delivered from the USSR to China, they did see active service in
the PLAAF and/or PLANAF (Naval Aviation).
Congo, Republic of the: Congolese Air Force: Reportedly 14 MiG-21bis (Izdeliye 75B) and two MiG-
21UMs were delivered starting in 1988; all out of use by 1997.
Czechoslovakia: Czechoslovakian Air Force. All aircraft passed on to Czech Republic and Slovakia. First
version to operate was the locally built Avia S-106 (= MiG-21F-13); 194 were built, and some were
converted to MiG-21FR standard. 40 MiG-21PF were delivered from 1964, retired by 1990. MiG-
21PFMs, including nine nuclear-capable aircraft, were delivered between 1966 and 1969; all were

retired by 1991. 25 MiG-21R were delivered between 1969 and 1972, retired between 1992 and 1994.
24 MiG-21M were delivered which were later upgraded to MiG-21MA standard. 102 MiG-21MF were
delivered. Three MiG-21U Izdeliye 66-400 and eight of Izdeliye 66-600 were received, followed by 13
MiG-21US and 32 MiG-21UM. An Avia S-106 is credited with the downing of a US Air Force aircraft
violating Czechoslovak airspace in September 1963.
Czech Republic: Czech Air Force. Ten MiG-21MFs were upgraded to the MiG-21MFN standard with
NATO avionics. These were retired in 2005, replaced by the Saab JAS 39 Gripen.
East Germany: East German Air Force (LSK/NVA): 251 MiG-21s of seven versions were handed over to
the Luftwaffe upon reunification; these were rapidly phased-out of service. The LSK/NVA received 75
MiG-21F-13' in 1962-64, 52 MiG-21PF, 83 MiG-21PFM without cannon (locally designated MiG-21SPS)
and 56 with cannon (locally designated MiG-21SPS-K), 89 MiG-21M, 68 MiG-21MF, 14 MiG-21bis
Izdeliye 75A and 32 Izdeliye 75B, 14 MiG-21U Izdeliye 66-400 and 31 Izdeliye 66-600, 17 MiG-21US and
37 MiG-21UM.
Finland: Finnish Air Force. Fighters: MiG-21bis Fishbed-N (26; 1977–1998), MiG-21F-13 Fishbed-C (22;
1963–1986), Trainers: MiG-21UM Mongol-B (2; 1974–1998), MiG-21US Mongol-B (2; 1981–1997), MiG-
21UTI Mongol-A (2; 1965–1997). Six of the MiG-21bis were converted to MiG-21bis/T Recce standard.
All aircraft were operated by HävLLv 31, Finland was the first country outside the Warsaw Pact to buy
MiG-21, after Finland had rejected MiG-19 and Soviet Union offered the brand-new Fishbed-C, Finland
chose Fishbed-C and training of pilots by Soviet air force began, only to stop after start of Cuban Crisis
when Soviet Union ordered its pilots on stand-by, and Finnish Air force decided the training could be
continued in Finland without Soviet trainers.
Germany: Luftwaffe. Aircraft taken over from East German Air Force upon re-unification. All received
Luftwaffe registration numbers, but only those that were in operation received the full Luftwaffe
serials.
Georgia: Georgian Air Force. Two MiG-21UMs were retained by Tbilaviamsheni factory and reportedly
transferred to Georgian Air Force.
Guinea: Air Force of Guinea: 8 MiG-21MF and one MiG-21U delivered in 1986. Five restored to
airworthy condition in Russia and returned to service; one of these crashed into a TV tower in 2007.
Guinea-Bissau: Air Force of Guinea-Bissau: Six MiG-21MFs and one MiG-21UM were delivered from
Soviet surplus in the late 1980s. All are out of service.
Hungary: Hungarian Air Force. Hungary was the first Warsaw Pact country to receive the MiG-21F-13,
receiving 12 in 1961, followed by 68 more; all were retired by 1980. In 1964-65 24 MiG-21PF were
delivered, the last of these being retired in December 1988. Hungary was the only Warsaw Pact nation
not to receive any MiG-21PFM or MiG-21M; the next type received was the MiG-21MF, of which 50
were delivered between 1971 and 1974, and were retired in 1996. 39 MiG-21bis Izdeliye 75A and 24 of
Izdeliye 75B were delivered from 1977, the last of these were retired in 2001. Of trainer variants, 12

MiG-21U Izdeliye 66-400 and six Izdeliye 66-600, as well as 27 MiG-21UM were delivered; the last of
them were withdrawn in 2001.
Indonesia: Indonesian Air Force. Twenty MiG-21F-13s and two MiG-21U Izdeliye 66-400 were received
in 1962. The aircraft were largely grounded in 1969 and removed from service in 1970. At least 13 of
the F-13s and one U were transferred to the USA for test purposes.
Iran: Iranian Air Force had purchased 2 MiG-21PFM and 37 MiG-21F (23 like for Chinese version for J-7)
and some 18 aircraft and 5 MiG-21U (FT-7 for Chinese Version like 4 purchased aircraft).
Iraq: Iraqi Air Force. Iraq received 35 MiG-21F-13 starting in 1963; one of these is the famous "007"
aircraft that defected to Israel and was subsequently transferred to the USA. The first MiG-21PFs were
delivered in 1966; 37 are known for certain to have been received, but some sources suggest 90. 55
MiG-21PFM are known to have been received in 1970, but the number purchased is likely over 100
when taking into account aircraft transferred from Iraq to Egypt and Syria, though it is possible that
these sources have confused or "bundled up" the MiG-21PFs and MiG-21PFMs. Fifteen MiG-21R were
delivered in 1979, and 40 MiG-21MF were received in 1973 with another batch of 40 in 1979. A total
of 61 MiG-21bis (Izdeliye 75A) were delivered from 1983; some of these were found in 1990 in
Dresden, Germany for overhaul, and four others at Batajnica, Yugoslavia. The East German Air Force
(and subsequently, the Luftwaffe) had planned to sell surplus trainer variants to Iraq, but this fell
through after the Iraqi invasion of Kuwait. At least 10 MiG-21Us, 8 MiG-21USs, and 11 MiG-21UMs
were delivered between 1968 and 1985. 35 MiG-21s escaped to Iran during "Desert Storm" in 1991.
Of those remaining in Iraq, none are operational, and most are likely destroyed or scrapped.
Israel: Israeli Defense Force/Air Force (IDF/AF). A number of MiG-21s of various models have been
captured in wars with neighbors, but the best-known example is the "007" aircraft, a MiG-21F-13 of
the Iraqi pilot, who defected to Israel in 1966. This aircraft was examined and then shipped to the USA.
A second MiG-21F-13 was later given the same number; this aircraft is now on display in an Israeli
camouflage scheme with Israeli markings at the IDF/AF museum at Hatzerim AB.
Kyrgyzstan: Air Force of Kyrgyzstan. A considerable number of MiG-21bis and MiG-21UM in storage
near Bishkek. The Kyrgyz Air Force has no interest in operating them and has offered them for sale.
Mozambique: Mozambique Air Force. 48 MiG-21bis were delivered from 1982 from Cuba, including
pilots, for use against guerrillas; by 1990 only 18 were still operational. After the 1990 ceasefire they
were all put into storage and neglected.
Madagascar: Madagascar received eight MiG-21PFMs and one MiG-21U from North Korea in 1978.
There are some unconfirmed reports of MiG-21 deliveries prior to the proven delivery of 12 MiG-21bis
Izdeliye 75B and at least two MiG-21UMs from the USSR. All MiG-21s were placed in storage by 2000.
Namibia: Namibian Air Force. At least two MiG-21bis and one MiG-21UM were delivered to the NAF in
2002 following an overhaul and upgrade in Israel. Namibia also operates twelve Chengdu J-7s since
2006.

Above, a Bulgarian MiG-21bis taxis at Graf Ignatievo Air Base, Bulgaria during a bi-lateral exercise between the U.S. and Bulgarian air forces.
More than 100 members of the Oregon Air National Guard are deployed to the 3rd Air Force Base in Graf Ignatievo to participate in exercise
Sentry Lion. The exercise promotes cooperation and interoperability among NATO partners. Source: U.S. Army. Below, a Bulgarian Air Force
MiG-21UM photographed in 2003. Source: Chris Lofting.

Nigeria: Nigerian Air Force. 25 MiG-21MF and six MiG-21UMs were delivered in 1975. Three were
lost in accidents, and one is preserved as a gate guard at Abuja air base. All were put into storage
in the 1990s due to lack of spares and cash. By 2005, cash was available from increased oil
production, but instead of refurbishing the MiG-21s, it was spent on new Chengdu F-NY fighters
and three FT-NY trainers.
Poland: Polish Air Force. Poland received its first MiG-21F-13 in June 1961. 24 more arrived in 1962-
63, and all were withdrawn in 1971; twelve were sold to Syria in 1973. 84 MiG-21PF were delivered
from 1964; the last ones were retired in December 1989. A total of 132 MiG-21PFM were delivered.
Of these, twelve were the nuclear-capable Izdeliye 94N and were designated MiG-21PFMN by the
Polish Air Force; the rest (Izdeliye 94A) were designated MiG-21PFMA. All were withdrawn by the mid-
1990s; the MiG-21PFMNs were retired in 1989 and stripped of their nuclear capability. Between 1968
and 1972 a total of 36 MiG-21Rs were delivered; the last of these were retired in 2002. 36 MiG-21Ms
were delivered in 1969-70, with all retired by 2002. In total Poland received 120 MiG-21MFs from
1972, with the last survivors retired in 2003. 72 MiG-21bis Izdeliye 75A were delivered to Poland; the
last of these were retired on December 31, 2003. The first trainers arrived in 1965 in the form of six
MiG-21U Izdeliye 66-400; three were lost in accidents, and the other three were retired in 1990. Five
MiG-21U Izdeliye 66-600 were delivered in 1966 and were retired by 1990. Twelve MiG-21US were
delivered in 1969-70, the last being retired on December 31, 2003. Between 1971 and 1981 Poland
received 54 MiG-21UMs; all were likewise retired at the end of 2003.
Slovakia: Slovak Air Force. The assets of the former Czechoslovak Air Force were divided following the
separation of the country into the Czech and Slovak Republics. Of MiG-21 variants, Slovakia received
21 MiG-21F-13s (actually Czechoslovak-built S-106s), three MiG-21PFs, eleven MiG-21PFMs, eight MiG-
21Rs, thirteen MiG-21MA, 36 MiG-21MFs, three MiG-21U Izdeliye 66-600, two MiG-21US and 11 MiG-
21UM. The last few MiG-21MFs and MiG-21UMs still in service were grounded on January 1, 2003.
Somalia: Somalia Aeronautical Corps. The SAC received ten MiG-21MF fighters and four MiG-21UM
trainers in 1974. The total number received is not certain, but most sources suggest that a maximum
of 45 fighters and ten trainers were delivered. All were destroyed or damaged and subsequently
abandoned. Eight MiG-21 wrecks can still be seen at Mogadishu airport.
Sudan: Sudanese Air Force. Eighteen MiG-21PF fighters and two MiG-21U Izdeliye 66-600 trainers
were delivered in 1970, followed by 18 MiG-21M fighters and four MiG-21US trainers in 1971. By 1992
there were only seven fighters and two trainers remaining, with perhaps half being serviceable; none
are in service today. Twelve second-hand MiG-21s were to be delivered in 2007 from the Ukraine,
apparently ordered because the Eastern European mercenaries employed by the Sudanese
government preferred Russian-built aircraft over the Chinese-built F-7s in service. The only air-to-air
action known to have involved Sudanese MiG-21s occurred on September 20, 1972, when several MiG-
21Ms forced a Libyan AF C-130H to land.
Tanzania: Tanzania People's Defense Force Air Wing. 14 MiG-21MFs and two MiG-21UMs were
delivered from the USSR in 1974. A few were lost before 1978, but the survivors took part in the war
against Uganda; one was lost to enemy action and one to friendly fire.

Seven Ugandan MiG-21MFs and one MiG-21U were captured and impressed into service. Four second-
hand MiG-21MFs were bought from Ukraine in 1998, but by 2002 there were no MiG-21s in service.
Turkmenistan: Military of Turkmenistan had 3 MiG-21 aircraft in service.
USA: United States Air Force. In the 1960s around a dozen MiG-21s arrived to the USAF from various
sources. Though from the American point of view the details are a closely held secret, from non-US
sources it is well known that six ex-Algerian MiG-21F-13s landed at an airbase in Egypt and were
captured by Israeli forces, and that four of these were given to the USAF. The famous "007" MiG-21F-
13 of an Iraqi defector to Israel was also handed over to the Americans; further, at least 13 MiG-21F-
13s were sent from Indonesia to the USA by President Suharto in the early 1970s. Most of these were
not flown in the US, but were taken apart and examined in detail. The US Air Force is reported to have
purchased at least 16 MiG-21MF Fishbed Js from Egypt in 1978 as from 1977 to 1988 Constant Peg
Program saw USAF, Navy and Marine fighters flying against Soviet-designed MiG fighters as part of a
training where American pilots could better learn how to defeat or evade the Communist bloc's
contemporary fighters. It is believed that some few years later the USAF acquired from Egypt two
additional Su-20 Fitters and two MiG-21Us. In 1986 a dozen MiG-21s were purchased from China, and
Indonesian MiGs were retired. There was at least one MiG-21F-13, however, that was officially
operated by the US Air Force as photographs prove. This MiG-21F-13 was given the USAF serial
number 68-0965 and was intensively flight-tested in a program codenamed "Have Doughnut" that took
place from January 23 to April 8, 1968.
Ukraine: Ukrainian Air Force. None of the MiG-21s remaining in Ukraine after the breakup of the USSR
were officially taken up by the Ukrainian Air Force, but Ukraine has refurbished aircraft for sale.
North Yemen: Yemen Arab Republic Air Force (North Yemen). In 1968 it received an unknown number
of MiG-21PF fighters via Syria or Egypt; no details of these survive, as after 1978 it switched to Western
aircraft. Following the brief invasion by South Yemen and the subsequent intermittent fighting, the
USSR supplied an additional 45 new MiG-21MF fighters and MiG-21UM trainers; it is interesting to
note that the USSR provided arms and aid to both sides in the conflict, and was simultaneously doing
what it could to unite the two Yemens. Any MiG-21MFs and MiG-21UMs that survived into 1990 were
transferred to the new Yemen Air Force following unification of the two Yemens in 1990.
South Yemen: People's Democratic Republic of Yemen Air Force. In 1971 the USSR delivered MiG-21F-
13s and according to some reports, some others were sent by Bulgaria. Exact numbers are not known,
but it is known that at least one squadron was formed. In the late 1970s further MiG-21 fighters and
trainers arrived, including MiG-21MF. Any MiG-21s that survived into 1990 were transferred to the
new Yemen Air Force following unification of the two Yemens in 1990.
Yugoslavia: SFR Yugoslavia. The Socialist Federal Republic of Yugoslavia operated up to 200 MiG-21s in
9 variants from 1962 till 1992. During the war in western Yugoslavia, these aircraft were passed on to
the newly established air force of the Federal Republic of Yugoslavia.

Top, Serbian Air Force personnel install a centerline fuel tank on a MiG-21 in 2009. Above, a multiple R-60
(NATO reporting name AA-8 'Aphid') missile installation on a Serbian Air Force MiG-21. The R-60 is a
lightweight air-to-air missile designed for use by Soviet fighter aircraft, and very common in MiG-21s. Top,
a Serbian Air Force MiG-21 during take-off. These aircraft continue to provide vital services to that air
force. Source: Serbian Air Force.

171705017 appendix-14-mi g-21-airworthiness-certification

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