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Mikoyan-Gurevich MiG-21

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Mikoyan-Gurevich
IndustryAerospace, Defense
Founded1939
FounderArtem Mikoyan, Mikhail Gurevich
Headquarters
Moscow
,
Soviet Union
ProductsMilitary aircraft, including MiG-21 fighter jet


Template:Infobox aircraft

The Mikoyan-Gurevich MiG-21 (Russian: Микоян и Гуревич МиГ-21; NATO reporting name: Fishbed) is a supersonic jet-powered fighter aircraft and interceptor aircraft developed by the Mikoyan-Gurevich design bureau within the Soviet Union. It is known by several nicknames, including "Balalaika" due to its wing shape resembling the traditional Russian stringed instrument; "Ołówek", which means "pencil" in Polish, referencing its slender fuselage;[1] and "Én Bạc", meaning "silver swallow" in Vietnamese.

The MiG-21 has been operated by roughly 60 nations spanning four continents and remains active with several air forces nearly seventy years after its initial flight. It holds records as the most-produced supersonic jet fighter ever built, the highest production total for a combat aircraft since the Korean War, and previously maintained the longest continuous production period of any combat aircraft.

Origins

The MiG-21 represents an evolution of Soviet jet fighters, following earlier models such as the subsonic MiG-15 and MiG-17, as well as the supersonic MiG-19. Several experimental Soviet designs capable of reaching Mach 2 featured nose air intakes combined with either swept-back wings, like those on the Sukhoi Su-7, or tailed delta wings, with the MiG-21 becoming the most successful example of the latter configuration.

The initial development phase of what would become the MiG-21 started in the early 1950s when the Mikoyan OKB completed a preliminary design study for a prototype named Ye-1 in 1954. This design was rapidly revised after it became apparent that its intended engine lacked sufficient power, resulting in a second prototype called Ye-2. Both these early models and other prototypes were equipped with swept wings. The first prototype to incorporate the delta wing design characteristic of production models was the Ye-4, which took its maiden flight on 16 June 1955 and was publicly showcased at Moscow's Tushino airfield during Soviet Aviation Day in July 1956.

Due to limited information available at the time, Western sources frequently confused early details about the MiG-21 with those of similar Soviet fighters. For example, Jane's All the World's Aircraft 1960–1961 mistakenly attributed the "Fishbed" designation to a Sukhoi design and illustrated it with an image of the Su-9 'Fishpot'.

Design

File:MiG-21 on display on top of Verkkokauppa in Helsinki.jpg
Decommissioned Finnish MiG-21bis exhibited atop the Verkkokauppa store in Helsinki (Tyynenmerenkatu 11).
File:MiG-21 BIS on display in Helsinki.jpg
Rear view of a MiG-21bis.
File:Close up of the landing gear bay (MiG-21 BIS).jpg
Detailed image of the landing gear compartment.
File:MiG-21M Preschen (22951457305).jpg
MiG-21М from the National People's Army of the GDR, August 1990

The MiG-21 marked the Soviet Union's initial successful attempt to merge the roles of a fighter and interceptor into one platform. This lightweight jet was capable of reaching Mach 2 speeds despite being powered by a relatively modest afterburning turbojet engine, placing it in the same performance category as the American Lockheed F-104 Starfighter, Northrop F-5 Freedom Fighter, and the French Dassault Mirage III. Its fundamental configuration influenced numerous other Soviet designs; for instance, delta-winged interceptors like the Sukhoi Su-9 and the fast Ye-150 prototypes originated from the MiG design bureau. Similarly, mass-produced frontline fighters such as the Sukhoi Su-7 and Mikoyan's experimental Mikoyan-Gurevich I-75 interceptor incorporated a comparable fuselage combined with swept-back wings. Nonetheless, the distinctive design featuring a front air intake with a shock cone remained largely confined to Soviet aircraft and eventually demonstrated limited scope for further advancement, primarily due to restricted internal space for radar installation.

In line with many interceptor aircraft, the MiG-21 suffered from limited operational range. This limitation was intensified by the positioning of internal fuel tanks ahead of the aircraft’s center of gravity. As fuel was depleted, the center of gravity shifted rearwards beyond safe limits, rendering the aircraft longitudinally unstable and challenging to handle. Consequently, its endurance in a clean configuration was restricted to approximately 45 minutes. This drawback could be partially mitigated by employing external fuel tanks located nearer to the center of gravity. Later Chinese variants improved internal fuel tank arrangements—as did second-generation Soviet models—and also utilized significantly larger external tanks to address this issue.[2] Another operational concern was that when fuel levels dropped below half capacity, aggressive maneuvers could interrupt fuel flow to the engine,[3] potentially causing engine flameout during flight. This issue increased susceptibility to tank implosions—a problem inherited from earlier models like the Mikoyan-Gurevich MiG-15, Mikoyan-Gurevich MiG-17, and Mikoyan-Gurevich MiG-19.[4] The limited endurance and small fuel capacity characteristic of early variants such as MiG-21F, PF, PFM, S/SM, and M/MF—each offering incremental improvements over its predecessor—prompted development of MT and SMT variants. These extended range by approximately 250 km (155 mi) relative to the MiG-21SM but sacrificed other performance aspects including reduced service ceiling and slower climb times.[5]

The delta wing design provided excellent climb rates ideal for interception missions but caused rapid speed loss during turning engagements. Nevertheless, due to its light wing loading, a combat-equipped MiG-21bis could achieve a climb rate of 235 m/s (46,250 ft/min),[5] approaching that of later fighters such as the F-16A. The MiG-21’s Tumansky R-25 engine featured a unique secondary fuel pump within its afterburner stage. Engaging the ЧР (Russian: "чрезвычайный режим" meaning emergency mode), known as Emergency Power Rating (EPR) in India, enabled thrust output up to 97.4 kilonewtons (21,896 lbf) at altitudes below 2,000 meters (6,600 ft). This increased engine rpm by roughly 2.5%, raising compression ratios and exhaust temperatures. The emergency mode operation was limited to two minutes during both training and combat due to overheating risks. Fuel consumption surged by approximately 50% compared with full afterburner use. Activating this temporary boost granted the MiG-21bis a thrust-to-weight ratio slightly exceeding 1:1 and a climb rate of 254 meters per second—matching nominal dogfight performance of an F-16.[5]

Use of this War Emergency Power (WEP) was restricted to two minutes to minimize engine wear over its operational life of roughly 750 flight hours (divided into three segments of 250 hours each), since every second at super-afterburner intensity equated to several minutes at normal power due to extreme thermal stress. When WEP was activated, the R-25 engine emitted an extensive exhaust plume measuring between 10 and 12 meters long with six or seven vividly glowing rhomboid-shaped shock diamonds visible within it. The Russian designation for this emergency setting was "diamond regime," although this term did not gain popularity in Indian service.[6] In capable hands equipped with effective missile systems, the MiG-21 could still perform competitively against contemporary adversaries. Its structural G-limit increased from +7Gs in early models up to +8.5Gs in later versions.[7] Eventually replaced by variable-sweep wing aircraft such as the Mikoyan-Gurevich MiG-23 and Mikoyan MiG-27 in ground attack roles, it was not until introduction of the Mikoyan-Gurevich MiG-29 that Soviet forces had a dedicated maneuverable dogfighter capable of countering new American air superiority fighters.

The MiG-21 saw extensive exportation and remains operational in various air forces worldwide. Its straightforward control systems, engine design, weapons integration, and avionics exemplify typical Soviet military aircraft engineering philosophy from its era. The combination of delta wings with a tailplane enhanced stability and handling throughout extreme flight conditions—facilitating safer operation for pilots with limited experience—which contributed significantly to its appeal among developing nations with constrained pilot training resources. Although technologically surpassed by more modern fighters it often encountered, low production costs and ease of maintenance made it an attractive choice for countries procuring Eastern Bloc military equipment. Several companies from Russia, Israel, and Romania have since developed modernization packages aimed at upgrading avionics and weapon systems to extend operational relevance for existing MiG-21 fleets.[5]

Production

File:MiG-21F-13 Fishbed C.JPG
Czechoslovak MiG-21F-13 "Fishbed C"

The USSR manufactured a total of 10,645 MiG-21 aircraft across three main production plants: AZ 30[N 1] in Moscow (also referred to as MMZ Znamya Truda), which produced 3,203 units; GAZ 21 in Gorky,[N 2] responsible for 5,765 aircraft; and TAZ 31 located in Tbilisi, where 1,678 were built. Typically, Gorky focused on manufacturing single-seat fighters for Soviet forces, Moscow produced single-seat models primarily for export markets, and Tbilisi specialized in two-seater variants for both domestic use and export, although there were exceptions to this distribution. For instance, the MiG-21R and MiG-21bis destined for both export and Soviet use were assembled in Gorky; Tbilisi constructed 17 single-seat MiG-21 and MiG-21F aircraft; the MiG-21MF began production in Moscow before moving to Gorky; while the MiG-21U was built in both Moscow and Tbilisi.[5]

Gorky 83 MiG-21F; 513 MiG-21F-13; 525 MiG-21PF; 233 MiG-21PFL; 944 MiG-21PFS/PFM; 448 MiG-21R; 145 MiG-21S/SN; 349 MiG-21SM; 281 MiG-21SMT; 2013 MiG-21bis; 231 MiG-21MF
Moscow MiG-21U (all export units); MiG-21PF (all export units); MiG-21FL (all units except those built by HAL); MiG-21M (all units); 15 MiG-21MT (all units)
Tbilisi 17 MiG-21 and MiG-21F; 181 MiG-21U izdeliye 66–400 and 66–600 (1962–1966); 347 MiG-21US (1966–1970); 1133 MiG-21UM (1971 until production ended)

Additionally, Czechoslovakia produced 194 license-built MiG-21F-13s, while India's Hindustan Aeronautics Limited manufactured a total of 657 units comprising the MiG-21FL, MiG-21M, and MiG-21bis variants, with the bis model accounting for 225 of these.

Cost

Thanks to its extensive mass production, the aircraft was notably economical. For example, the price of a MiG-21MF was lower than that of the BMP-1 armored vehicle.[8] In contrast, the F-4 Phantom was priced several times higher compared to the MiG-21.Template:Fix/category[citation needed]

Design

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File:MiG-21 cockpit.jpg
Czech Air Force upgraded MiG-21MF cockpit adapted to NATO standards

The aircraft features a delta wing configuration with a leading edge swept back at an angle of 57°, employing a TsAGI S-12 airfoil. The wing's angle of incidence is set at zero degrees, while its dihedral angle is negative two degrees. Positioned on the trailing edge are ailerons covering an area of approximately 1.18 m2, alongside flaps spanning about 1.87 m2. Small wing fences are installed ahead of the ailerons to aid airflow control.[9]

The fuselage employs a semi-monocoque design with an elliptical cross-section measuring up to 1.24 m (4 ft 1 in) at its widest point. Airflow to the engine is managed by an adjustable inlet cone located within the air intake. Early models featured a cone with three fixed positions: fully retracted at speeds up to Mach 1.5; midway for speeds between Mach 1.5 and Mach 1.9; and fully extended forward when exceeding Mach 1.9. Later variants such as the MiG-21PF utilized a cone position continuously adjusted according to actual airspeed by the UVD-2M system, which calculates optimal placement based on pressure readings taken before and after the engine's compressor. On either side of the nose are gill-like openings supplying additional air to the engine during ground operations and takeoff phases. The initial version mounted its pitot tube beneath the nose, but from the MiG-21P onwards it was relocated atop the air intake. Subsequent models shifted this tube approximately fifteen degrees to the right from the pilot’s viewpoint and included an emergency pitot head situated ahead of the canopy on the right side just below eye level.

File:Cockpit MiG 21 F 13.jpg
Cockpit of a MiG-21F-13 displayed at Bucharest’s Aviation Museum

The cockpit is both pressurized and equipped with climate control systems. Prior to the introduction of the MiG-21PFM variant, canopy hinges were located at the front. The SK-1 ejection seat was designed to latch onto the canopy during ejection to shield the pilot from high-speed airflow encountered at supersonic velocities before canopy separation allowed safe parachute deployment. However, low-altitude ejections sometimes resulted in fatal delays due to slow canopy detachment—the minimum safe ejection altitude in level flight was established at approximately 110 m. Starting with the PFM model, a newer ejection seat eliminated reliance on canopy protection altogether, significantly improving pilot safety. The canopy itself is hinged on the cockpit’s right side.

Beneath the fuselage are three air brakes—two positioned forward and one aft. The forward pair each have an area of roughly 0.76 m2 and can deflect up to 35°, while the rear air brake covers about 0.47 m2 with a maximum deflection angle of 40°. When carrying external fuel tanks, however, deployment of the rear brake is inhibited.[9] Adjacent to these brakes are compartments housing the main landing gear. Just behind each wing’s trailing edge on the underside are mounting points designed for two JATO rocket boosters. The fuselage is divided into sections by structural formers: former #28 marks where the front section ends and former #28a indicates where the rear section begins; this rear segment can be removed for engine servicing.

The aircraft’s tail assembly (empennage) consists of a swept vertical stabilizer featuring an area of approximately 5.32 m2 (in earlier models it was around 3.8 m2) equipped with a rudder, a stabilator swept at about 57° covering nearly 3.94 m2 with a span measuring around 2.6 m, plus a small ventral fin underneath to enhance yaw stability.[9]

The landing gear follows a tricycle configuration. Most variants utilize main wheels fitted with tires measuring roughly 800 mm in diameter by 200 mm wide; only early F-series models employ smaller tires sized at approximately 660×200 mm. The main gear retracts inward into fuselage bays after rotating about eighty-seven degrees, while shock absorbers retract into wing structures. The nose gear folds forward beneath the radar compartment within the fuselage. Notably, pilots can manually lower the nose wheel by unlocking its hatch from inside the cockpit if necessary—this feature allowed numerous successful landings even when hydraulic or mechanical failures prevented full gear extension, often touching down on just the nosewheel combined with either ventral fuel tanks or deployed airbrakes.

Operational history

File:2014 Prowincja Lorri, Sanahin, Muzeum braci Mikojanów (02).jpg
A MiG-21 displayed at the Mikoyan museum in Alaverdi, Armenia

North Korea

North Korea became one of the earliest recipients of the MiG-21 when it obtained its initial batch from the Soviet Union in 1963, or possibly even before that year. This marked the final instance in which the USSR supplied its most advanced frontline fighter to this neighboring nation. During minor clashes within the inter-Korean Demilitarised Zone, MiG-21s operated by the Korean People's Army Air Force (KPAAF) were credited with downing an American RF-4C reconnaissance aircraft on August 31, 1967, followed by an F-105D fighter on January 14, 1968, and subsequently an F-4B fighter on February 12 of the same year. On January 23, 1968, a pair of MiG-21s took part in the initial phase of a coordinated mission alongside the Korean People's Army Navy to seize the American surveillance vessel USS Pueblo. The subsequent year saw two MiG-21s shoot down an EC-121 aircraft over international waters, resulting in the loss of all 31 American personnel aboard.

During the Vietnam War, North Korean aviators operated one MiG-21 squadron and two MiG-17 squadrons integrated within the North Vietnamese air forces, effectively increasing North Vietnam's fighter capacity by half. Estimates indicate that between 87 and 96 North Korean pilots participated in this conflict; according to North Vietnamese sources, these pilots were credited with shooting down 26 U.S. aircraft while suffering 14 losses themselves.

In the course of the Yom Kippur War, experienced North Korean pilots—many accumulating over 2,000 flight hours—flew Egyptian and Syrian MiG-21s and engaged Israeli forces on several occasions. Throughout the 1970s and into the 1980s, KPAAF aviators continued operating Syrian MiG-21 fighters.

North Korea's last known procurement of MiG-21s occurred during the 1990s. Although it was unsuccessful in acquiring a batch of 133 upgraded MiG-21bis airframes being phased out by Kazakhstan, it managed to secure 30 units. These MiG-21bis models featured enhancements such as a more powerful R-25 engine, four wing hardpoints instead of two, and compatibility with R-60 air-to-air missiles, representing a substantial upgrade compared to earlier variants. Each aircraft was purchased for approximately $200,000. The MiG-21bis has remained a significant component of North Korea’s aerial fleet and has undergone modernization efforts including multi-function cockpit displays and updated communication systems. Around 2015, pilots flying these aircraft began using new helmets and flight suits. Additionally, North Korea has developed various indigenous air-to-ground weapons like bombs and anti-tank guided missiles such as the AGP-250 GNSS-guided glide bomb. There are also reports suggesting integration of domestically produced electronic warfare systems into these fighters.

India

File:Sheeju mig21.JPG
MiG-21 Bison operated by the Indian Air Force

In 1961, the Indian Air Force (IAF) selected the MiG-21 after evaluating various Western aircraft options. As part of this agreement, the Soviet Union granted India complete technology transfer and rights for domestic assembly.[10] To prepare pilots for the MiG-21, an initial group of eight underwent training on MiG-15s and MiG-17s at the Lugovoya Air base from late October 1962 until early January 1963. This familiarization with Soviet aircraft preceded their transition to flying MiG-21s, which subsequently formed the IAF's No. 28 Squadron.[11] The year 1963 marked the induction of the MiG-21 as the IAF’s inaugural supersonic fighter aircraft.[12]

During the Indo-Pakistani War of 1965, the limited quantity of MiG-21s and insufficient pilot training restricted their operational impact. Nevertheless, the IAF acquired crucial experience by deploying these fighters in defensive missions throughout the conflict.[13] Encouraged by positive pilot evaluations, India increased procurement of MiG-21s and invested significantly in developing maintenance capabilities and pilot training infrastructure. Since their initial introduction in 1963, over 1,200 MiG-21s have been inducted into the Indian Air Force.[14] At its operational height, the IAF maintained approximately 400 MiG-21 aircraft distributed among 19 squadrons.[15] This expansion of the MiG-21 fleet played a key role in strengthening India's military collaboration with the Soviet Union, aimed at counterbalancing threats from China and Pakistan.[16]

India-Pakistan Conflicts

File:Mig21 pair during 1971 war.jpg
IAF MiG-21s operating over East Pakistan in 1971

In the course of the Indo-Pakistani war of 1971, the MiG-21s were instrumental for the IAF in securing air superiority across critical zones and battlegrounds.[17] This conflict featured the subcontinent’s inaugural supersonic dog fight, when an Indian MiG-21FL successfully downed a Pakistan Air Force (PAF) Lockheed F-104 Starfighter utilizing its GSh-23 twin-barrelled 23 mm (0.91 in) cannon.[18] The MiG-21FLs of the IAF maintained superiority during intense aerial engagements against PAF F-104A Starfighters.[19] According to IAF records, MiG-21 pilots accounted for four F-104As, two Shenyang F-6Cs, one North American F-86F Sabre, and one Lockheed C-130E Hercules belonging to the PAF.[20]

During the Kargil war of 1999, MiG-21s were deployed by the IAF for high-altitude combat air patrols and reconnaissance missions over Kashmir. As a component of Operation Safed Sagar, these aircraft executed numerous sorties targeting enemy positions and offered vital aerial support to ground forces of the Indian Army. Nevertheless, the aircraft faced significant operational difficulties at elevated altitudes, which curtailed their combat effectiveness.[21][22] On 27 May 1999, a PAF missile downed a MiG-21, resulting in the capture and subsequent death of its pilot.[23]

Later years

On 10 August 1999, two MiG-21FL fighters from the Indian Air Force intercepted and downed a Pakistani Bréguet 1150 Atlantic maritime patrol aircraft using an R-60 missile after it reportedly violated Indian airspace during a surveillance mission, resulting in the deaths of all 16 personnel aboard. By December 2013, the IAF officially retired the MiG-21FL model. The aircraft also played a role in the 2019 India–Pakistan border confrontations, where a Pakistan Air Force F-16 shot down an Indian MiG-21; the pilot was captured but subsequently returned to India.

Since 1970, over 170 IAF pilots and 40 civilians have lost their lives in MiG-21-related accidents, which earned the aircraft its infamous moniker, "flying coffin." Out of the 840 units produced between 1966 and 1984, more than half were lost due to crashes. The engine, when operating in afterburner mode, runs dangerously close to its surge line; even minor ingestion of foreign objects could trigger engine surge or flameout. Contributing factors to these incidents included inadequate maintenance and substandard replacement parts.

Consequently, the Indian Air Force declared plans to phase out its remaining MiG-21 Bison fleet in favor of the indigenous HAL Tejas fighter jets by 2023. In October 2023, the MiG-21 made its final public appearance during the Air Force Day flypast held at Prayagraj. The aircraft were formally retired in August 2025 at a ceremony hosted at Nal Air Force Station in Bikaner, which was the last base operating this type. A concluding farewell event took place at Chandigarh Air Force Station on 26 September 2025.

Indonesia

File:MiG-21F-13-Fishbed-C.jpg
Indonesian Air Force MiG-21 displayed at the Yogyakarta Air Force Museum

The Indonesian Air Force acquired a total of 22 MiG-21 jets. In 1962, during Operation Trikora amid the Western New Guinea dispute, 20 MiG-21F-13 and MiG-21U models were delivered. These aircraft did not engage in any aerial combat. Following the takeover by U.S.-supported anti-communist factions, 13 Indonesian MiG-21s were transferred to the United States in exchange for T-33 trainers, UH-34D helicopters, and subsequently F-5 and OV-10 aircraft. The remaining MiG-21s were grounded and eventually retired due to spare parts shortages and the cessation of Soviet maintenance assistance.

These MiG fighters were incorporated into the 4477th Test and Evaluation Squadron ("Red Eagles"), a USAF aggressor unit stationed at Tonopah Test Range.

Vietnam War

File:Mikoyan-Gurevich MiG-21PF USAF.jpg
MiG-21F-13 painted in Vietnam People's Air Force colors on display at the National Museum of the United States Air Force in Ohio.
File:VPAF MiG-21 landing with chute.jpg
A VPAF MiG-21PF equipped with missiles deploying its landing parachute
File:4324 MiG21 with 15 kill stars.jpg
MiG-21 number 4324 of the Vietnam People's Air Force, credited with 14 aerial victories during the Vietnam War.

Designed primarily for brief ground-controlled interception (GCI) operations, the MiG-21 gained prominence performing such missions over North Vietnam. The initial batch of MiG-21s arrived from the Soviet Union by sea in April 1966. After assembly, these aircraft were assigned to the Vietnam People's Air Force's (VPAF) most veteran fighter unit, the 921st Fighter Regiment (921st FR), originally established on 3 February 1964 as a MiG-17 squadron. The newer and less experienced 923rd FR continued flying MiG-17s, while the introduction of Chinese-built MiG-19s (J-6) in 1969 formed North Vietnam’s sole MiG-19 unit, the 925th FR. The fourth and final wartime fighter regiment, equipped with MiG-21PFM (Type 94) aircraft, was established on 3 February 1972 as the 927th FR.

On 7 July 1966, former MiG-17 pilot Nguyen Nhat Chieu along with his wingman Tran Ngoc Siu intercepted USAF F-105D aircraft while conducting CAP over Phuc Yen Airbase (also known as Noi Bai). Tran successfully downed one F-105 piloted by Capt. Tomes using a salvo from his UB-16 rocket pods loaded with unguided S-5M rockets aboard his MiG-21, marking the first VPAF MiG-21 kill against a manned enemy plane during the conflict. Nguyen attempted to lock onto another evasive F-105 with R-3S heat-seeking missiles but was unsuccessful.

While thirteen of North Vietnam’s flying aces achieved their status flying MiG-21s (compared to three using MiG-17s), many VPAF pilots favored the MiG-17 due to its superior agility attributed to lower wing loading and its canopy offering better visibility. Nevertheless, British author Roger Boniface’s interviews with pilots Pham Ngoc Lan and ace Nguyen Nhat Chieu (who scored kills in both types) revealed a different perspective. Pham Ngoc Lan emphasized that "The MiG-21 was considerably faster and carried two Atoll missiles which were highly accurate when fired between approximately 1,000 and 1,200 yards." Nguyen Nhat Chieu stated his personal preference for the MiG-21, citing its advantages in climb rate, speed, and armament. He credited four kills to Atoll missile use and expressed confidence in securing victories against F-4 Phantom fighters while piloting a MiG-21.

Though lacking the extensive long-range radar capabilities, missile variety, and heavy ordnance loadout of contemporary U.S. multi-role fighters, the MiG-21's RP-21 Sapfir radar system made it a formidable opponent when flown by skilled pilots. Its effectiveness was especially notable during high-speed hit-and-run intercept missions coordinated under GCI control. These tactics enabled successful engagements against Republic F-105 Thunderchief strike formations, often resulting in downed U.S. aircraft or forcing enemy bombers to release their payloads prematurely.

Aerial Combat Successes 1966–1972

The VPAF operated their interceptors under the direction of ground-based controllers, who strategically positioned the MiGs in ambush points to execute swift "strike and withdraw" attacks. Typically, MiG-17s engaged in frontal assaults while MiG-21s targeted enemy aircraft from behind. After downing several American planes and compelling some F-105s to release their ordnance prematurely, the MiGs would promptly disengage to avoid counterattacks. These hit-and-run tactics in aerial warfare generally yielded effective results throughout the conflict. In December 1966, pilots of the 921st Fighter Regiment flying MiG-21s claimed 14 F-105 Thunderchiefs destroyed without suffering any losses.

The U.S. Air Force and Navy initially had great confidence in the F-4 Phantom, expecting its superior firepower, advanced onboard radar, high speed, and acceleration, combined with innovative tactics, to outperform the MiGs. However, encounters with the more agile MiG-21 resulted in increasing losses for the F-4s. Between May and December 1966 alone, the USAF lost 47 aircraft while only shooting down 12 VPAF fighters. From April 1965 through November 1968, over 268 aerial engagements took place over North Vietnam. North Vietnamese sources claimed to have shot down 244 U.S. aircraft while acknowledging the loss of 85 MiGs. In 46 recorded dogfights between F-4s and MiG-21s, losses totaled 27 F-4 Phantoms and 20 MiG-21s.

Following nearly one million sorties and close to 1,000 U.S. aircraft lost, Operation Rolling Thunder concluded on 1 November 1968. The unfavorable kill ratio against the smaller and more maneuverable MiGs during the early war period prompted the U.S. Navy to establish the Navy Fighter Weapons School—commonly known as "TOPGUN"—at Naval Air Station Miramar in California on 3 March 1969. The USAF soon launched its own equivalent program called Dissimilar Air Combat Training (sometimes referred to as Red Flag) at Nellis Air Force Base in Nevada. These training initiatives utilized subsonic Douglas A-4 Skyhawks, supersonic Northrop F-5 Tiger IIs, and Mach 2.4-capable Convair F-106 Delta Darts to simulate MiG-21 performance characteristics.

The peak of aerial combat over Vietnam occurred on 10 May 1972 when VPAF aircraft flew 64 sorties resulting in 15 engagements. The VPAF reported shooting down seven F-4 Phantoms (with U.S. records confirming five losses). Conversely, American F-4s destroyed two MiG-21s, three MiG-17s, and one MiG-19 that day. On 11 May, two MiG-21s acted as decoys to lure four F-4s into a trap where two additional MiG-21s circled at low altitude; this maneuver led to three missiles being fired that downed two Phantoms. On 13 May, a MiG-21 flight intercepted a formation of F-4s while a second pair launched missile attacks before being engaged by two F-4s in retaliation. On 18 May, VPAF sorties totaled 26 with eight encounters resulting in four F-4 losses and no VPAF casualties.

Between 3 April 1965 and 8 January 1973, both sides claimed favorable kill ratios during extensive air combat operations. In 1972 alone, there were 201 dogfights between American and Vietnamese aircraft. The VPAF lost a total of 54 MiGs—including 36 MiG-21s and one MiG-21US—while claiming destruction of approximately 90 U.S. planes, among them 74 F-4 fighters and two RF-4C reconnaissance jets. According to claims attributed to various aircraft types: MiG-21s accounted for downing 67 enemy planes; MiG-17s claimed eleven; and MiG-19s twelve.

On 21 February 1972, a USAF F-4 Phantom based at Udorn Royal Thai Air Force Base in Thailand, piloted by Major Lodge with First Lieutenant Roger Locher as weapon systems officer (WSO), shot down a MiG-21 at night—reported as the first nighttime kill by a USAF pilot against a MiG in four years.

Two additional MiG-21 kills were credited to tail gunners aboard USAF Boeing B-52 Stratofortress bombers—the only confirmed air-to-air victories ever recorded by B-52 gunners. The first occurred on 18 December 1972 when Staff Sergeant Samuel Turner earned the Silver Star for his achievement. The second was on Christmas Eve of that year when Airman First Class Albert E. Moore shot down a MiG-21 over the Thai Nguyen railroad yards during Operation Linebacker II (the "Christmas Bombings"). These kills were not acknowledged by VPAF sources.

File:SolsticeMiGsmall (7633859414).jpg
VPAF MiG-21 No.4326 credited with shooting down 13 enemy aircraft during the conflict

Throughout the war, North Vietnam’s most significant threat remained the Strategic Air Command’s B-52 bombers operating at altitudes beyond the interception capabilities of Hanoi’s MiG-17 and MiG-19 fighters. Consequently, in mid-1972, twelve VPAF pilots flying MiG-21s were specially trained for B-52 interception missions; two-thirds of these pilots received instruction focused on night operations. On 26 December 1972—just two days after tail gunner Moore’s kill—a VPAF MiG-21MF (serial number 5121) from the 921st Fighter Regiment piloted by Major Phạm Tuân claimed to have achieved the first air-to-air kill of a B-52 over Hanoi. Flying at over 30,000 feet (9,100 m), Major Tuân fired two Atoll missiles from approximately two kilometers away and reported destroying one bomber within a three-plane formation. Some accounts suggest his missiles missed; however, as he disengaged, one B-52 in front of his target was struck by a surface-to-air missile (SAM) and exploded midair—possibly leading Tuân to believe his weapons had succeeded.

Another B-52 kill was claimed on 28 December by Vu Xuan Thieu flying a MiG-21 from the same regiment; reportedly he was killed when his own missile caused an explosion too close to his aircraft during an attack on a B-52 formation. However, this Vietnamese account appears inaccurate: although one MiG kill was reported by Phantom crews that night (potentially Thieu’s), no B-52 losses were recorded for that date.

Annual Kill Claims Associated with MiG-21 Operations
  • 1966: U.S. forces asserted destruction of six MiG-21s; North Vietnam claimed shooting down seven F-4 Phantoms and eleven F-105 Thunderchiefs.
  • 1967: U.S. reported eliminating twenty-one MiG-21s; North Vietnamese sources claimed kills including seventeen F-105 Thunderchiefs, eleven F-4 Phantoms, two RF-101 Voodoos, one A-4 Skyhawk, one Vought F-8 Crusader, one EB-66 Destroyer, plus three unidentified aircraft.
  • 1968: U.S. announced nine destroyed MiG-21s; North Vietnam claimed seventeen U.S. aircraft shot down by their MiG-21 pilots.
  • 1969: Three MiG-21 losses reported by U.S.; additionally one Ryan Firebee unmanned aerial vehicle was destroyed by a MiG.
  • 1970: Two U.S.-claimed kills of MiG-21s; North Vietnam asserted shooting down one F-4 Phantom and one CH-53 Sea Stallion helicopter.
  • 1972: U.S. sources claimed destruction of fifty-one MiG-21s; North Vietnamese claims included fifty-three U.S. aircraft destroyed by their MiGs—including two B-52 Stratofortress bombers.

Soviet General Fesenko—the principal Soviet advisor to the North Vietnamese Air Force in 1972—noted that thirty-four MiG-21s were lost that year alone. According to VPAF records for that period, they suffered losses of twenty-nine MiG-21s along with five MiG-19s and sixteen MiG-17s during air combat.

On 3 January 1968, pilot Ha Van Chuc engaged thirty-six American aircraft solo and claimed destruction of an F105 Thunderchief.

During the conflict’s duration, VPAF sources reported that their pilots flying MiG-21s shot down a total of 103 F‑4 Phantoms while losing sixty of their own jets in aerial combat—fifty-four of those losses attributed specifically to engagements with Phantoms.

According to Soviet documentation, VPAF’s MiG‑21 units achieved approximately one hundred sixty-five confirmed air victories at a cost of sixty-five aircraft lost—including some due to accidents or friendly fire—and sixteen pilot fatalities. Notably, pilot casualties among those flying the MiG‑21 were lower than for any other fighter type employed by North Vietnam during this period.

Arab–Israeli conflicts

File:MirageIIIShotDownByMiG-21.jpg
An Israeli Mirage III downed by an Egyptian MiG-21 during the Yom Kippur War.

Throughout the 1960s to 1980s, the MiG-21 played a significant role in Middle Eastern warfare, operated by the Egyptian Air Force, Syrian Air Force, and Iraqi Air Force. The initial encounter between MiG-21s and Israeli Mirage IIICJs occurred on 14 November 1964; however, it was only on 14 July 1966 that the first MiG-21 was confirmed shot down. On 7 April 1967, Israeli Mirages reportedly destroyed six Syrian MiG-21s. The MiG-21 also engaged with McDonnell Douglas F-4 Phantom IIs and Douglas A-4 Skyhawks but eventually became outmatched by more advanced Israeli aircraft such as the McDonnell Douglas F-15 Eagle and General Dynamics F-16 Fighting Falcon, which Israel began acquiring in the mid-1970s. During this era, Syrian pilots flying MiG-21s independently developed the Cobra maneuver, later standardized as the "zero speed maneuver" (Syrian: مناورة السرعة صفر).[24]

During the initial strikes of the 1967 Six-Day War, the Israeli Air Force (IAF) launched four successive attack waves against Arab air forces. In the first wave, Israeli pilots claimed destruction of eight Egyptian aircraft in air-to-air combat, seven of which were MiG-21s; Egypt counterclaimed five kills by MiG-21PFs.[25] The second wave reportedly resulted in four additional MiG-21s downed by Israel, while the third wave accounted for two Syrian and one Iraqi MiG-21 losses. The final wave targeted Syrian MiG-21s on the ground, destroying many. In total, Egypt lost approximately 100 out of its estimated 110 MiG-21s, mostly destroyed on the ground; Syria lost about 35 of its 60 MiG-21F-13s and MiG-21PFs both in flight and on airfields.[5]

Between the conclusion of the Six-Day War and the onset of the War of Attrition, Mirage fighters from IAF recorded six confirmed kills against Egyptian MiG-21s, while Egyptian MiG-21 pilots achieved two confirmed and three probable kills against Israeli aircraft. From the end of the Six-Day War until the War of Attrition's close, Israel reported destroying a total of 25 Syrian MiG-21s; Syria claimed three confirmed and four probable Israeli aircraft kills by their pilots, though Israel disputed these claims.[5]

Facing substantial losses to Israeli air power and ongoing bombardments during the War of Attrition, Egypt sought Soviet assistance. Soviet pilots and surface-to-air missile (SAM) units arrived with equipment in March 1970. On 13 April, during an aerial engagement over Egypt’s Red Sea coast, Soviet-flown MiG-21MFs reportedly shot down two Israeli F-4 fighters.[26][27] On 18 April, a Soviet MiG-21MF damaged an Israeli RF-4E reconnaissance aircraft.[27] An Israeli plane was likely shot down by a Soviet MiG-21 on 16 May.[28] On 22 June, a Soviet pilot flying a MiG-21MF successfully downed an Israeli A-4E; further successful interceptions followed, including another A-4 shot down on 25 June.[27]

In retaliation, Israel orchestrated an ambush known as Operation Rimon 20. On 30 July, Israeli F-4s baited Soviet-piloted MiG-21s into a trap where Mirage fighters awaited. During this engagement, Asher Snir in a Mirage IIICJ shot down a Soviet MiG-21; Avihu Ben-Nun and Aviam Sela each secured kills flying F-4Es; an additional kill was claimed by another Mirage pilot. The IAF sustained only minor damage to one Mirage. Three Soviet pilots were killed, raising alarm within the Soviet Union. Despite bolstering morale, Operation Rimon 20 did not alter war dynamics significantly; subsequent IAF losses to Soviet-piloted MiGs and SAM fire continued. On 7 August, Soviets deployed more aircraft to Egypt and executed "Operation Kavkaz," ambushing Israeli jets and shooting down two Mirage IIICJs.[29] From March to August 1970, Soviet pilots and SAM units destroyed approximately 21 Israeli aircraft (eight via SA-3 missiles and thirteen by MiGs), while losing five MiG-21s to IAF fighters—contributing to Israel’s willingness to agree to a ceasefire.[30]Template:Unreliable source?

In September 1973, intense aerial combat occurred between Syria and Israel; Israel asserted destruction of twelve Syrian MiG-21s while Syria reported eight kills by their MiGs alongside admitting five losses.[31]

During the Yom Kippur War, Israel claimed to have shot down seventy-three Egyptian MiG-21s (with sixty-five verified kills). Conversely, Egypt asserted twenty-seven confirmed and eight probable kills against Israeli aircraft using their MiGs.[5] However, most Israeli sources consider these Egyptian claims inflated since total Israeli air-to-air combat losses throughout that conflict did not exceed fifteen.[32][33]

On Syria’s front on October 6, 1973, Syrian MiG-21MF squadrons shot down an Israeli A-4E and Mirage IIICJ but lost three aircraft to IAF IAI Nesher fighters. The following day saw Syrian MiGs down two F-4Es, three Mirage IIICJs, and an A-4E while losing two jets to Neshers, one to an F-4E, plus two more due to friendly SAM fire. Iraqi MiG-21PFs operating there also destroyed two A-4Es at a cost of one lost jet that day. On October 8th, Syrian MiG-21PFMs claimed three F-4E kills but suffered six losses themselves. By war’s end, Syrian pilots attributed thirty confirmed aerial victories over Israeli aircraft while losing twenty-nine (twenty-six confirmed) to IDF forces.[5]

On April 26, 1974, an uncommon event involved Pakistani Flight Lieutenant Sattar Alvi serving with Syria’s No. 67A Squadron. While patrolling near the Golan Heights from Al-Dumayr Air Base in a Syrian MiG-21F-13 (Serial No.1863), Alvi engaged two intruding Israeli Mirage-IIICJs alongside another Pakistani pilot. Pakistani sources report that after brief dogfighting they successfully downed one Mirage piloted by Captain M. Lutz who later died from injuries sustained ejecting.[34][35] Nonetheless, contemporary major sources did not report this incident,[36][37][38] with no record of "Captain Lutz" found in official records from Israel's Ministry of Defense concerning casualties.[39]

Following the Yom Kippur War until just before the 1982 Lebanon War, Israel introduced advanced F-15 and F-16 fighters far superior to older Syrian MiG-21MF models. According to IDF reports during this interval, these newer jets accounted for twenty-four Syrian MiG losses; Syria claimed five IAF aircraft were downed by their outdated K-13 missile-equipped MiGs but Israel denied any such losses.[5]

The conflict known as the Lebanon War commenced on June 6, 1982; throughout this war IAF asserted destruction of approximately forty-five Syrian MiG‑21MF fighters. Syria acknowledged losing thirty-seven MiGs—including twenty-four MiG‑21bis models and ten MiG‑21MF—and wrote off two bis variants plus one MF due to damage.[40] Damascus claimed two confirmed plus fifteen probable aerial victories over Israeli planes.[5] During engagements with Syrian MiGs in this conflict two Israeli F‑15s and one F‑4 were damaged.[41][42] In what was considered the largest aerial battle since Korea’s war period, one IAF F‑15 sustained heavy damage from a Syrian-fired R-60 (missile), yet managed to return safely for repairs.[42] Template:Fix/category[dead link]

Syrian civil war

Starting in July 2012, after a year of conflict without aerial involvement, the Syrian Air Force initiated combat missions targeting insurgent forces. Early in these operations, MiG-21 aircraft were deployed for bombing runs, rocket launches, and strafing attacks, with numerous recordings documenting these sorties.[43]

Opposition fighters were equipped with various heavy machine guns, multiple anti-aircraft weapons, and Russian and Chinese MANPADS, including advanced models such as the FN-6. The initial loss of a MiG-21 in this conflict occurred on 30 August 2012. The aircraft, bearing registration 2271, was reportedly destroyed by heavy machine gun fire during takeoff or landing at Abu al-Duhur Military Airbase, which was then besieged by rebel forces.[44]Template:Failed verification Shortly thereafter, on 4 September 2012, another MiG-21 (registration 2280) was similarly downed at the same airbase, most likely during takeoff or landing due to fire from rebel-operated KPV 14.5 mm machine guns; this incident was captured on video.[45]

On 10 November 2014, a Syrian Air Force MiG-21bis numbered 2204 was shot down near Sabburah, approximately 45 km east of Hama Airbase—presumably its base of operations. The pilot was killed when rebels used either MANPADS or anti-aircraft artillery to bring down the aircraft. Subsequent photographic and video material confirmed the crash location.Template:Fix/category[citation needed]

Following a four-month period after the downing of a MiG-23 during which no further Syrian Air Force losses from hostile fire occurred, one of its MiG-21s was shot down on 12 March 2016 over Hama near Kafr Nabudah by the faction known as Jaysh al-Nasr. According to video evidence and reports from the Syrian Observatory for Human Rights, two MANPADS were responsible for the shootdown; however, Jaysh al-Nasr claimed credit using anti-aircraft guns.[46] The pilot ejected but later died due to ground fire or other causes.Template:Fix/category[citation needed]

On 4 March 2017, a MiG-21bis from No. 679 squadron flying out of Hama Airbase and piloted by Col. Mohammad Sawfan was shot down by Ahrar al-Sham rebels. The aircraft crashed inside Turkish territory near the border. Col. Sawfan successfully ejected and was subsequently detained and hospitalized in Antakya, Turkey. Communications between the pilot and ground control revealed that Sawfan experienced confusion caused by a malfunctioning compass followed by a complete navigation system failure. Unable to return to base as instructed, he inadvertently entered the range of rebel anti-aircraft fire.Template:Fix/category[citation needed] After several years of suspension, Sawfan was reinstated to active duty.

Libyan–Egyptian Conflict

During the brief Egyptian–Libyan War in July 1977, Egypt acquired American AIM-9 Sidewinder missiles and equipped them on their MiG-21 fighters. These missiles were effectively deployed in engagements against Libyan Mirage and MiG-23 aircraft.

Libya vs Egypt conflicts: MiG-21s in air-to-air engagements
Date Combatant Aircraft achieving kills Aircraft lost
22 July 1977 Libyan Arab Republic Air Force Mirage 5DE 1 MiG-21MF
23 July 1977 Egyptian Air Force MiG-21MFs 3 (or possibly 4) LARAF Mirages + 1 LARAF MiG-23MS
1979 Egyptian Air Force MiG-21MF 1 LARAF MiG-23MS

Iran–Iraq Conflict

Throughout the Iran–Iraq War, Iranian F-14 Tomcats were credited with downing 23 Iraqi MiG-21s, a fact corroborated by Iranian, Western, and Iraqi accounts. Additionally, Iranian F-4 Phantom fighters were responsible for shooting down another 29 Iraqi MiG-21s. Conversely, Iraqi MiG-21s succeeded in destroying 43 Iranian fighter jets between 1980 and 1988.

2011 Libyan Civil War

During the 2011 civil conflict in Libya, MiG-21 aircraft were utilized to a limited extent. On March 15, 2011, two defecting pilots from the Libyan Air Force flew a MiG-21bis and a MiG-21UM from Ghardabiya Airbase near Sirte to Benina Airport, joining the Free Libyan Air Force aligned with the rebellion. Two days later, the MiG-21UM suffered a technical malfunction and crashed shortly after departure from Benina.

Second Libyan Civil War (2014–2020)

In the ongoing Second Libyan Civil War, the Libyan National Army (LNA), commanded by Khalifa Haftar and loyal to the Tobruk-based House of Representatives (recognized internationally until October 2015), is engaged against the Government of National Accord (GNA), the Shura Council of Benghazi Revolutionaries, and Islamic State factions—enemies common to both major sides. Both the LNA and GNA maintain modest air forces.

Several former LARAF MiG-21s have been reactivated within the LNA's arsenal, supported by spare parts and technical aid from Egypt and Russia. Additionally, some ex-Egyptian Air Force MiG-21s have been incorporated into service. The House of Representatives' MiG-21s have been actively employed for bombing operations targeting General National Congress-aligned forces in Benghazi during the conflict.

On August 29, 2014, an LNA-operated MiG-21bis (serial number 208) crashed in Bayda following a bombing sortie over Derna. Official reports attributed the crash to mechanical failure; however, fighters from the Shura Council of Benghazi Revolutionaries claimed to have shot it down. The pilot perished as he did not eject.

Subsequently, on September 2, 2014, another LNA MiG-21bis (serial number 800) crashed within a residential area in Tobruk due to pilot error during a pull-up maneuver. It remains uncertain whether this flight was part of a bombing mission eastward toward Derna or an aerial tribute for the fallen pilot from days earlier.

During the April 9, 2019 phase of the Western Libya offensive, an LNA MiG-21 executed a low-altitude rocket strike—likely deploying S-24 rockets—against Mitiga Airport in Tripoli, causing minor damage to one runway.

On April 14, 2019, an LNA MiG-21MF was downed south of Tripoli by what is believed to be a MANPADS-fired surface-to-air missile launched by GNA forces. Video footage documented the aircraft under fire from anti-aircraft guns, small arms, and two SAMs, one of which appeared to strike it successfully. The pilot, Colonel Jamal Ben Amer, safely ejected and was recovered by an LNA-operated Mi-35 helicopter. While LNA sources acknowledged the loss, they attributed it to technical issues rather than enemy action.

Horn of Africa

Throughout the 1977–78 Ogaden War, Ethiopian Air Force F-5As frequently clashed with Somali Air Force MiG-21MFs in aerial engagements. In one notably uneven encounter, two F-5As, flown by Israeli advisers or mercenaries, confronted four MiG-21MFs. The Somali pilots demonstrated poor handling, resulting in the F-5As shooting down two MiGs, while the remaining Somali pilots collided with one another as they attempted to evade an AIM-9 missile.[5]Template:Page needed

Ethiopia asserted that it had downed 10 Somali MiG-21MFs, whereas Somalia claimed to have destroyed several Ethiopian MiG-21MFs, along with three F-5Es, one Canberra bomber, and three Douglas DC-3 transport aircraft.[5] Ethiopian MiG-21s were primarily assigned to ground attack missions and played a crucial role during the concluding offensive against Somali forces.[5]Template:Page needed

Pilots trained on both the F-5E and MiG-21 platforms, having received instruction in the United States and the Soviet Union respectively, generally regarded the F-5 as the superior aircraft. They cited its enhanced agility at low to medium speeds, advanced cockpit instrumentation, and greater ease of operation, which allowed them to concentrate more fully on combat tactics rather than aircraft control.[47] This advantage was further amplified by the substandard pilot training offered by Soviet instructors, which emphasized only takeoff and landing procedures with minimal actual air combat experience.[47][48]

Angola

During Angola's protracted Angolan Civil War, MiG-21s operated by the Cuban Air Force were regularly tasked with striking rebel-held ground positions or engaging South African Air Force Mirage F1 fighters conducting incursions across the border. Most losses of MiG-21s in Angola resulted from precise ground-based fire; for instance, a MiG was shot down near Luena by insurgents from National Union for the Total Independence of Angola using an American-made FIM-92 Stinger.[49]

Despite enduring considerable attrition due to man-portable air-defense systems (MANPADS), MiG-21s were vital throughout the Battle of Cuito Cuanavale, with Cuban pilots often flying as many as three sorties daily. Both the MiG-21MF and MiG-21bis variants served predominantly in a fighter-bomber capacity. Their effectiveness as interceptors was limited by their inability to detect low-altitude South African aircraft.[50] On 6 November 1981, a Mirage F1CZ achieved South Africa's first confirmed air-to-air victory since the Korean War by downing Cuban Lieutenant Danacio Valdez's MiG-21MF using its 30mm cannon.[51]

On 5 October 1982, during a routine reconnaissance mission over Cahama, Mirages escorting an English Electric Canberra encountered at least two MiG-21bis fighters. A South African radar operator detected the incoming MiGs and warned the Mirage pilots to alter their course immediately. As the Mirages jettisoned external fuel tanks to improve maneuverability, Cuban pilots locked onto them and initiated pursuit. In a fierce dogfight, SAAF Major John Rankin closed in behind the MiGs and launched two R.550 Magic missiles; one struck directly behind the lead MiG forcing it down. The second MiG, piloted by Lieutenant Raciel Marrero Rodriguez, failed to detect Rankin's approach until he was within turning radius and was subsequently hit by autocannon fire. The damaged aircraft managed to land safely at Lubango.[51]

Encounters between MiG-21s and South African Mirage F1 or Mirage III fighters became more frequent throughout the mid to late 1980s. Between 1984 and 1988, Angola lost thirteen MiG-21s.[52] On 9 August 1984, a tragic accident occurred during a Cuban Air Force training exercise conducted in poor weather conditions involving the 9th Fighter Training Squadron and the 12th Fighter Squadron; this resulted in the loss of one MiG-21bis and three MiG-23s.[50] Template:Fix/category[dead link]

On 14 December 1988, an Angolan Air Force MiG-21bis with serial number C340 deviated from its flight path and ran low on fuel. It made an emergency landing on an open field in what was then South West Africa (now Namibia), where local authorities seized it. Angola did not request its return after the conclusion of the South African Border War, so Atlas Aviation restored the aircraft. It remained on display at Swartkops Air Force Base near Pretoria until September 2017.[53] The jet was repatriated to Angola aboard an Angolan Il-76 cargo aircraft as a goodwill gesture on 15 September 2017.[54]

Democratic Republic of the Congo

During the Second Congo War, MiG-21MF aircraft from the 25th Fighter Aviation Regiment of the National Air Force of Angola conducted ground attack missions, occasionally flown by hired pilots. Approximately six MiG-21s were brought into the country amid the First Congo War for use by the Congo Air Force; however, these jets seemingly did not participate in active operations. (Cooper and Weinert, "African MiGs: Volume 1: Angola to Ivory Coast").

Yugoslavia

File:BAM-19a-MiG 21 F-13.jpg
A Yugoslav Air Force MiG-21F-13

The Yugoslav military acquired its initial MiG-21 fleet from the Soviet Union in 1962. Between that year and the early 1980s, a total of 261 MiG-21s spanning ten distinct variants were procured. These included 41 MiG-21f-13, 36 MiG-21PfM, 25 MiG-21M, 6 MiG-21MF, 46 MiG-21bis, 45 MiG-21bisK, 12 MiG-21R, 18 MiG-21U, 25 MiG-21UM, and 7 MiG-21US.[55] The units operating these jets included the 204th Fighter-Aviation Regiment at Batajnica Air Base (comprising the 126th, 127th, and 128th fighter squadrons), the 117th fighter regiment at Željava Air Base (housing the 124th and 125th fighter squadrons along with the 352nd reconnaissance squadron), the 83rd fighter regiment at Slatina Air Base (with the 123rd and 130th fighter squadrons), the 185th fighter-bomber squadron (129th squadron) based in Pula, and the 129th training center also stationed at Batajnica.

In the early phase of the Yugoslav wars during the 1990s, MiG-21s were employed by the Yugoslav military primarily for ground attack tasks. At that time, Croatian and Slovene forces lacked established air forces. Jets from bases located in Slovenia, Croatia, and Bosnia and Herzegovina were transferred to Serbian airfields. Records indicate that at least seven MiG-21s were downed by anti-aircraft defenses within Croatia and Bosnia.[56] Notably, a Serbian pilot flying a MiG-21 was responsible for shooting down a European Community helicopter in 1992.[57]

In 1992, Croatia gained possession of three MiG-21s through defections by Croatian pilots serving within the JNA.[58] Two of these aircraft were subsequently lost—one destroyed by Serbian air defenses and another due to friendly fire.[59] The following year, Croatia acquired nearly forty additional MiG-21s despite an arms embargo,[59] although only about twenty entered active service while others served as parts donors. These jets supported ground attack operations during campaigns such as Flash—which saw one aircraft lost—and Storm. The sole recorded air-to-air engagement involving Croatian MiGs occurred on August 7, 1995, when two attempted to intercept Soko J-22 Orao aircraft from the Republika Srpska Air Force conducting ground strikes; after some maneuvering neither side engaged with weapons.[59]

By 1992, remaining Yugoslavian MiG-21s had been relocated to Serbia where they continued service under the newly formed Federal Republic of Yugoslavia. During the NATO bombing campaign in 1999, three of these jets were destroyed while on the ground.[56] The type remained operational with the Serbian Air Force until September 25, 2020, when a MiG-21UM crashed near the village of Brasina, close to Mali Zvornik, resulting in fatalities for both pilots. This particular aircraft was notable as it rolled off production lines in December 1986 and was reportedly the final MiG-21 manufactured by the Soviet Union.[60]

Romania

File:MiG-21 Lancer C firing rockets.jpg
A Romanian Air Force MiG-21 LanceR C during a training exercise.

The Romanian Air Force (RoAF) began receiving its initial batch of 12 MiG-21F-13 fighters in 1962, followed by another dozen of the same model in 1963. Subsequent deliveries included various versions: 38 MiG-21RFM (PF) units arrived in 1965, 7 MiG-21U-400/600 trainers between 1965 and 1968, and 56 MiG-21RFMM (PFM) aircraft from 1966 to 1968. Between 1968 and 1972, the RoAF acquired 12 MiG-21R, while from 1969 to 1970, it received 68 MiG-21M and 11 MiG-21US models. Later, from 1972 to 1975, deliveries included 74 MiG-21MF/MF-75 fighters and between 1972 and 1980 an additional 27 MiG-21UM trainers were added, with another five UM aircraft arriving in 1990. Altogether, Romania amassed a fleet of 322 MiG-21s.

From 1995 until 2002, a comprehensive modernization program upgraded a total of 111 MiG-21s. This included converting 71 M and MF/MF-75 variants into the LanceR A configuration optimized for ground attack roles, modernizing 14 UM trainers into LanceR B models, and updating another 26 MF/MF-75 fighters to the LanceR C standard focused on air superiority missions. Currently, the RoAF operates only 36 LanceRs, which are capable of deploying both Eastern and Western weaponry such as R-60M, R-73, Magic II, and Python III missiles.

File:MiG 21-Lancer Combat Mission Trainer.jpg
MiG-21 LanceR simulator cockpit view

Plans are in place to retire the MiG-21 fleet by 2024, coinciding with the full operational readiness of two additional F-16 squadrons following the acquisition of 32 extra F-16 jets from Norway. The first F-16 squadron was established in 2021 upon delivery of the last F-16 obtained from Portugal.

Despite being among the most modernized MiG-21 fleets globally, Romania's LanceR fleet has faced grounding issues due to maintenance challenges. Since 1996, the accident rate has exceeded 30 incidents per 100,000 flight hours. Serviceability frequently falls below the 50% mark.

The RoAF has experienced several incidents involving its MiG-21s in recent years. On June 12, 2017, a MiG-21 crashed in Constanța County, though pilot Adrian Stancu successfully ejected. On July 7, 2018, pilot Florin Rotaru lost his life during an airshow in Borcea attended by approximately 3,000 spectators; after facing technical failure, he deliberately diverted his aircraft away from the crowd before perishing instead of ejecting. Another crash occurred on April 20, 2021, during a training sortie over an unpopulated area in Mureș County, where pilot Andrei Criste safely ejected.

On March 2, 2022, a MiG-21 LanceR went down amidst adverse weather conditions near Gura Dobrogei village in Cogealac Commune. Subsequently, on April 15 of that year, the RoAF suspended all flights of the MiG-21 LanceR due to the elevated accident rate and announced intentions to accelerate delivery of former Norwegian F-16s. Flight operations resumed on May 23 for a limited period of one year until May 15, 2023. A formal retirement ceremony for the aircraft took place on May 15 at both the 71st Air Base and 86th Air Base, after which the MiG-21s were flown to their final location at the 95th Air Base.

Bulgaria

File:Bulgarian Air Force Mikoyan-Gurevich MiG-21bis Lofting-1.jpg
MiG-21bis fighters operated by the Bulgarian Air Force

The Bulgarian Air Force acquired a total of 224 MiG-21 aircraft over time. Beginning in September 1963, the 19th Fighter Regiment was equipped with 12 MiG-21F-13s. Some of these were later modified into reconnaissance variants, known as MiG-21F-13Rs, which were assigned to the 26th Reconnaissance Regiment in 1988. In January 1965, the 18th Fighter Regiment received a squadron of 12 MiG-21PFs; several of these were also adapted for reconnaissance duties under the designation MiG-21PFR. The reconnaissance aircraft from this squadron were withdrawn from service in 1991. Additionally, the 15th Fighter Regiment obtained 12 MiG-21PF fighters in 1965 and operated a further 36 overhauled units during 1977–1978. This regiment received two more aircraft in 1984 and continued their use until 1992.

In terms of reconnaissance capabilities, a regiment was provided with 26 specialized MiG-21R reconnaissance models in 1962. Between 1969 and 1970, the 19th Fighter Aviation Regiment was supplied with 15 MiG-21M aircraft, which served within the same regiment until their retirement in 1990. Subsequently, between 1974 and 1975, an additional batch of 12 MiG-21MF fighters was delivered, including reconnaissance-configured MiG-21MFRs allocated to the 26th Reconnaissance Regiment; these remained operational until being phased out in 2000.

From 1983 through to 1990, Bulgaria’s Air Force received a total of 72 MiG-21bis fighters. Out of these, 30 (comprising six new and refurbished units) were equipped with ACS systems and assigned to the 19th Fighter Regiment; the remainder featured "Lazur" systems. This group was retired from active duty in 2000.

Alongside combat aircraft, the Air Force also incorporated training variants: one MiG-21U trainer arrived in 1966, followed by five MiG-21US trainers between 1969 and 1970, and later, between 1974 and 1980, twenty-seven new MiG-21UM trainers were introduced. An additional six refurbished ex-Soviet trainers were added in 1990. In 1982, three MiG-21UM trainers were sold to Cambodia, with another ten transferred there in 1994. India also acquired some MiG-21UM trainers. All training aircraft were withdrawn by the year 2000. Between 1963 and 2000, Bulgaria lost a total of thirty-eight MiG-21 aircraft.

The final flight of a Bulgarian Air Force MiG-21 took place at Graf Ignatievo Air Base on December 31, 2015. An official event marking the retirement of this type from active service was held on December 18, 2015.

Known MiG-21 aces

File:MiG-21 in US service.jpg
A U.S. Air Force MiG-21 painted with American insignia used for pilot training

Several aviators have achieved ace status—defined as five or more confirmed aerial kills—while piloting the MiG-21. Among them, Nguyễn Văn Cốc of the VPAF stands out as the most successful with nine confirmed victories. Twelve other VPAF pilots also recorded five or more kills flying this type: Phạm Thanh Ngân, Nguyễn Hồng Nhị, and Mai Văn Cường each with eight kills; Đặng Ngọc Ngự with seven; and Vũ Ngọc Đỉnh, Nguyễn Ngọc Độ, Nguyễn Nhật Chiêu, Lê Thanh Đạo, Nguyễn Đăng Kỉnh, Nguyễn Đức Soát, and Nguyễn Tiến Sâm each credited with six kills; while Nguyễn Văn Nghĩa achieved five.

In addition to Vietnamese pilots, three Syrian airmen attained ace status operating the MiG-21 during engagements against Israel in the early-to-mid 1970s: M. Mansour recorded five solo kills plus one probable; B. Hamshu achieved five solo victories; and A. el-Gar tallied four solo and one shared kill.

Due to incomplete documentation, some pilots hold unconfirmed aerial victories that would qualify them as aces if verified. Examples include S. A. Razak from the Iraqi Air Force who reportedly had four confirmed kills during the Iran–Iraq War (sometimes called the Persian Gulf War), and A. Wafai from the Egyptian Air Force credited with four confirmed kills against Israeli targets.

For detailed data on aerial victories involving MiG-21s by country, see Mikoyan-Gurevich MiG-21 operators.


Variants

Main article: List of Mikoyan-Gurevich MiG-21 variants

Operators

Main article: List of Mikoyan-Gurevich MiG-21 operators
File:Mig21 operators in 2025.png
Countries operating the MiG-21
  Active
  Previous
  Seized
File:MiG-21UM 16178 Serbian Air Force.jpg
MiG-21UM of the Serbian Air Force.
File:Croatian Air Force Mikoyan-Gurevich MiG-21UMD Lofting-1.jpg
Croatian Air Force MiG-21UMD adorned with a Croatian checkerboard promotional livery.
File:Mikoyan-Gurevich MiG-21bis Fishbed L, Croatia - Air Force JP6757753.jpg
Croatian MiG-21bis from 1996.
File:MiG-21PFM-Egypt-1982.jpg
Egyptian MiG-21PFM as seen in 1982

Current operators

This compilation excludes operators of Chinese-produced or licensed models known as the Chengdu J-7/F-7.

Former operators

File:MiG-21 Bulgarian Air Force.jpg
A Bulgarian MiG-21 taxiing at Graf Ignatievo Air Base, Bulgaria during a joint exercise with the U.S. and Bulgarian Air Force.
File:Bulgarian Air Force Mikoyan-Gurevich MiG-21bis Lofting-6.jpg
MiG-21UB from the Bulgarian Air Force.
File:Czechoslovak Air Force Mikoyan-Gurevich MiG-21R Lofting-5.jpg
MiG-21R operated by the Czechoslovak Air Force.
File:MiG-21.UM.9292.Radom.AirShow.2002.jpg
Two-seat MiG-21UM bearing the insignia of the Polish 3rd Tactical Squadron.
File:Phased out aircraft of Bangladesh Air Force (21).png
MiG-21UBM formerly used by the Bangladesh Air Force.
File:Derelict Malagasy MIG 21's (32606236945).jpg
Abandoned MiG-21UMs belonging to the former Malagasy Air Force.
File:MiG-21U (MK-103) Keski-Suomen ilmailumuseo 1.JPG
MiG-21U (MK-103) displayed at the Aviation Museum of Central Finland.
File:ArmedForcesAcademy11Slovakia13.JPG
MiG-21MA exhibited in Liptovský Mikuláš, Slovakia, in 2011.
File:Polish Air Force MiG-21 over Dutch Airspace in 1999 2156 018807.jpg
Polish MiG -21bis flying over Dutch airspace in 1999.
** Assets transferred to Serbia and Montenegro following dissolution.
* Template:Country data Zaire 
** Four units sold to Zaire from Yugoslavia but never flown operationally.Cite error: The opening <ref> tag is malformed or has a bad name
* Template:Country data Zambia 
** Previously operated within Zambian air force inventories.Cite error: The opening <ref> tag is malformed or has a bad name

Civilian operators

The FAA reported that, as of 2012, there were 44 MiG-21 aircraft privately owned within the United States.

By 2013, Draken International had procured 30 MiG-21bis/UM jets, primarily sourced from Poland. In 2017, the company maintained an operational fleet of 30 MiG-21s.

Use as suborbital space launch platform

In 2012, Premier Space Systems, based in Hillsboro, Oregon, undertook flight experiments involving NanoLaunch, a program designed to deploy suborbital sounding rockets from MiG-21 aircraft flying over the Pacific Ocean. This company ceased operations in 2018.

Aircraft on display

At Four Extreme Corners of India:

Specifications (MiG-21bis)

Template:Aircraft specs

See also

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Notes

  1. ↑ "AZ" stands for the Russian term "Авиационный Завод" (Aviation Plant).
  2. ↑ Currently known as Nizhny Novgorod.

Citations

  1. ↑ "MiG-21 – naddźwiękowy ołówek" (in Polish). Archived 6 June 2011 at the Wayback Machine lotniczapolska.pl, 6 September 2007. Retrieved: 1 December 2010.
  2. ↑ Civil Airworthiness Certification: Former Military High-Performance Aircraft, United States Department of Transportation, Federal Aviation Administration.
  3. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  4. ↑ Dunnigan, James F. How to Make War, A Comprehensive Guide to Modern Warfare in the 21st Century, Fourth Edition. Harper Collins Publishers Inc. 2003. ISBN 978-0060090128
  5. ↑ 5.00 5.01 5.02 5.03 5.04 5.05 5.06 5.07 5.08 5.09 5.10 5.11 5.12 5.13 Cite error: Invalid <ref> tag; no text was provided for refs named Gordon 2008
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  7. ↑ Král, Martin. Template:Usurped Soviet Hammer, 6 April 2012. Retrieved: 28 June 2012.
  8. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  9. ↑ 9.0 9.1 9.2 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  10. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  11. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  12. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  13. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  14. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  15. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  16. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  17. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  18. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  19. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  20. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  21. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  22. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  23. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  24. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  25. ↑ "Egyptian Air-to-Air Victories since 1948". ACIG. Retrieved: 25 August 2013.
  26. ↑ Окороков А. В. Война на истощение // Секретные войны Советского Союза: первая полная энциклопедия. — М.: ЭКСМО, 2008. — С. 81.
  27. ↑ 27.0 27.1 27.2 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  28. ↑ Nicolle and Cooper, 32
  29. ↑ Sachar, Howard: Israel and Europe: An Appraisal in History, p. 171-172
  30. ↑ Зенитные ракетные войска в войнах во Вьетнаме и на Ближнем Востоке (в период 1965–1973 гг.). М.: Воениздат, 1980. С. 215
  31. ↑ Template:Fix/category[citation needed]
  32. ↑ Pollack 2004, p. 124.
  33. ↑ Herzog 1975, p. 259.
  34. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  35. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  36. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  39. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  40. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  41. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  42. ↑ 42.0 42.1 "Syrian Air-to-Air Victories since 1948". ACIG. Retrieved: August 25 2013.
  43. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  44. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  45. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  46. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  47. ↑ 47.0 47.1 Cooper, Tom., "Wings over Ogaden, 2015, ch. 3
  48. ↑ Cooper, Tom & Fontanellaz, Adrian, "Ethiopian-Eritrean Wars Volume 1, 2018, ch. 4
  49. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  50. ↑ 50.0 50.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  51. ↑ 51.0 51.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
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  55. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  56. ↑ 56.0 56.1 "Avijacija bez granica" {{in lang|sr}}. Archived 10 June 2006 at the Wayback Machine avijacijabezgranica.com. Retrieved: 1 December 2010.
  57. ↑ Template:Usurped ACIG. Retrieved: 1 December 2010.
  58. ↑ Croatian MiG-21 Archived 1 April 2018 at the Wayback Machine at aviatia.net
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  62. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named World Air Forces 2024
  63. ↑ 63.0 63.1 Cite error: Invalid <ref> tag; no text was provided for refs named SIPRI
  64. ↑ 64.0 64.1 Wragg 2011, p. 49.
  65. ↑ 65.0 65.1 65.2 IISS 2000, p. 166.
  66. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AirForceWorld.com_China_Mig-21MF_Trade
  67. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AirForceWorld.com_China_J-7_end_production
  68. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named FIWAF12 p49
  69. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Reuters
  70. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named lancer

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External links

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