The Ilyushin IL-78 (NATO reporting name Midas) is based on (or converted from) the airframe of the IL-76MD military freighter, this aerial refueling tanker aircraft entered service in 1987 to replace the elderly and incapable Myasishchev M-4 "Bison". Indian Airforce operates its own version of this aircraft designated the IL78MKI.

Defence Minister Jaswant Singh, in a written reply to Parliament in July 2001, said the IAF is acquiring six IL-78/78M in-flight refueling aircraft from Uzbekistan. The price negotiation committee completed its work in February 2001 and the contracts were signed in April 2001. The price per aircraft has been put at approximately $50 million.

Design and Development

The IL-76MD tanker was conceived as long ago as 1968, but the transferable fuel load for the initial version was only 10 tonnes, which was insufficient, and development was shelved. When the higher performance IL-76MD became available, the tanker project was re-started, as the Il-78, in 1982. In addition to the increased fuel load of the late model IL-76MD, the Il-78 has two, removeable, 18,230 l fuel tanks installed in the freight hold, giving a transferable load of 85,720 kg (188,584 lb) with hold tanks and 57,720 kg (126,984 lb) without hold tanks. Controlled from the Gunners cockpit, which is stripped of military equipment, three aircraft may refuel in flight, simultaneously, from the UPAZ-1A (Il-78) / UPAZ-1M (Il-78M) refuelling pods fitted to the outer wings and rear fuselage. In addition four aircraft can also be refuelled on the ground using conventional refuelling hoses extending from the freight hold. Due to the high weights after take-off, which, in an emergency, would mean landing at weights well in excess of maximum allowable landing weight, the Il-78 has a fuel jettison system, with jettison ports at the wingtips.

Soon after the Il-78 passed acceptance tests, in 1984, Ilyushin were instructed to design and produce an upgraded version to be known as Il-78M. The Il-78M is a dedicated tanker and cannot be converted back to the transport role easily. Adding a third freight hold tank increases the transferrable fuel to 105,720 kg (233,070 lb),and the Maximum Take-Off Weight (MTOW) to 210,000 kg ,which required the wing torsion box to be strengthened. Fitted with the improved UPAZ-1M refuelling pods, the maximum fuel flow was increased to 2,340 l/min (514.8 Imp gal/min). Because the Il-78M is not "convertible" all cargo handling equipment is removed and cargo doors deleted, saving approximately 5,000 kg in structural weight.

Early versions of the Il-78 have the fuselage pod mounted on a short horizontal pylon, but the Il-78M has the fuselage pod suspended from an identical pylon to the wing pods, attached to a short stub wing, this modification was carried out to isolate the pod from turbulence generated by the fuselage, with the added benefit of commonality with the wing pod/pylon combination. Il-78s were produced with Aeroflot colours and civilian registrations, but production Il-78Ms received military markings, registration and colour scheme.

The majority of the twenty Il-78 aircraft on the strength of the Ukrainian Air Force have been permanently converted to pure transports by removal of freight hold tanks and refuelling equipment.

Il-78MKI is a customized variant of the Il-78ME for the Indian Air Force. These Uzbekistan-built planes are fitted with Israeli fuel transferring systems and can refuel 6-8 Sukhoi sukhoi-su-30mki in one mission.

Units

Operational History

The first two Il-78s arrived in India in the first half of 2003 and are believed to be part of a newly raised No.78 "Battle Cry" Squadron. We should however mention that the information on the Squadron is yet to be confirmed by official sources. The Il-78MKI as it was designated in the IAF made its first public appearance in the Air Force Day Parade on 8th October 2003. It is evident from photographs that the Il-78s had carried out operations with the sukhoi-su-30mki and various variants of the Jaguar family.

Specifications

Type: Heavy Lift transport.

Accommodation: Six.

Capacity: 138,000 kg (304,233 lb) of fuel Length: 46.59 m (152 ft 10 in)

Wingspan: 50.50 m (165 ft 8 in)

Height: 14.76 m (37 ft 1 in)

Wing area: 300 m² (3,230 ft²)

Empty weight: 72,000 kg (202,821 lb)

Useful load: 85,720 kg (188,980 lb)

Max takeoff weight: 210,000 kg (462,962 lb)

Powerplant: 4× Aviadvigatel D-30 KP turbofan engines, 118 kN (26,500 lbf) each

Special equipment: 3 x UPAZ-1M 'Sakhalin', (oonifitseerovannyy podvesnoy agregaht zaprahvki - standardised suspended refuelling unit), refuelling pods; Two on pylons under the outer wings, and the third on the port side of the rear fuselage. Possibly replaced by Israeli Pods on the MKI.

Capable of delivering nuclear weapons, the Jaguars were first inducted into the IAF from Britain in 1979 and subsequently manufactured by HAL under licence to meet a requirement for a deep penetration strike aircraft

(DPSA), the Jaguar has served with the IAF for over 20 years with the first of 18 'on loan' aircraft from the Royal Air Force (RAF) entering service in July 1979. These consisted of 16 Jaguar GR.1 (Interim) and 2 Jaguar T.2 (Interim) aircraft. Two of these aircraft were lost in service and one aircraft was used for research & development of the DARIN avionics suite and the installation of the over-wing MATRA Magic air-to-air missile. The IAF received its first of 35 Jaguar IS and 5 Jaguar IB aircraft in 1981 from BAe and the remaining RAF aircraft were returned during 1982 - 1984, with one of the trainers being sold to Oman by either BAe or the RAF. Licensed production at HAL, saw the IAF receiving another 58 Jaguar IS, 10 Jaguar IB and 12 Jaguar IM maritime attack aircraft. An additional 15 strike aircraft were ordered in 1993 and the last three aircraft were delivered to the IAF by 1999. Some sources suggest that these aircraft are actually a combination of strike and maritime attack variants. French and Israeli companies are also part of the upgradation programme. Advanced radars, navigation, weapon and electronic warfare systems and precision-guided munitions have been fitted with these deep penetration aircraft which are poised to augment the capabilities of the blue force.

Design and Development

The Jaguar program began in the early 1960s, in response to a British requirement (AST 362) for an advanced supersonic jet trainer to replace the Folland Gnat T.1 and Hawker Hunter T.7, and a French need for a cheap, subsonic dual role trainer and light attack aircraft with good short field performance to replace the Fouga Magister, T-33 Shooting Star and Dassault Mystère IV. After development started, both the French and British trainer requirement changed and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. In the meantime, the RAF created a new requirement for the Jaguar, to replace the Phantom FGR.2 in the close air support, tactical reconnaissance and tactical strike roles. In addition, a carrier-capable version to replace the French Aeronavale's Dassault Etendard IV was specified. From these apparently disparate aims would come a single and entirely different aircraft: relatively high-tech, supersonic, and optimised for ground attack in a high-threat environment. . Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique - the European company for the production of a combat trainer and tactical support aircraft) in 1966 as a joint venture between Bréguet—now Dassault Aviation—and the British Aircraft Corporation to produce the airframe, and a separate teaming of Rolls-Royce and Turboméca to develop the Adour afterburning turbofan engine. Though based in part on the Breguet Br.121, using the same basic configuration and an innovative French designed landing gear, the Jaguar as built also incorporated major elements designed by BAC - notably the wing and high lift devices. The first of eight prototypes flew on September 8, 1968. It was an orthodox single-seat, swept-wing, twin-engine design but with tall landing gear. It had a maximum take-off weight in the 15 tonne class and could manage a combat radius on internal fuel alone of 850 km. Maximum speed was Mach 1.6 (Mach 1.1 at sea level) and hardpoints were fitted for an external weapons load of up to 10,000 lb (4,500 kg).

Contracts have been signed with French (Sextant) and Israeli (Elta) companies to upgrade the avionics of the 'strike' Jaguars and the 35 BAe-built, NAVWASS-equipped Jaguars will be the first batch of aircraft to undergo the upgrade. These aircraft will also be fitted with a MIL-STD-1553B digital databus, like the HAL-built aircraft, and have bus-compatible line-replaceable units.

Apart from this, all IAF Jaguars will receive the same upgrades. Some piecemeal modifications, however have already been incorporated. The Composite Material Research Laboratory (CMRL) in Hyderabad reportedly developed 'stealth' enhancements for fighter aircraft and these had been test flown on a Jaguar, producing a 70% reduction in radar cross-section (RCS) for a 110 lb (50 kg) weight penalty. It was reported that the modifications were being adopted on a number of combat aircraft and two Jaguar strike squadrons are among them.

There is expected to be an addition of the wide-angle holographic El-Op HUD with a field of view of 30º x 22º (compared to the current HUD's 22º x 18º) and compatible with FLIR or raster video imagery. Jaguar is also receiving a new head down display which will be capable of displaying a digital moving map, forward looking infra-red (FLIR) or video imagery, and perhaps even electronic checklists and terminal approach plates. Consequently, a new Sextant MFD 66 active matrix liquid crystal display is to replace the projected map display fitted to NAVWASS-equipped Jaguars and the COMED fitted to the DARIN-equipped Jaguars. There is also a new video-based HUD camera (replacing a film-based camera) and a multi-channel digital video color recorder which will allow the HUD, moving map display and other imagery to be recorded simultaneously. Navigational accuracy will be enhanced through the addition of an INS-RLG with embedded GPS and later perhaps, by the addition of a terrain reference navigation system (TRNS).

The modifications are thought to be only the first phase of what may be a multi-stage upgrade. The second phase could include the long-planned replacement radar for the maritime variant, new stores management system, new utility services management system and new central warning panel, plus fleet wide 'stealth' radar cross-section reduction measures. A third phase would include installation of carbon brakes, FADEC (full authority digital engine control), new air data system, and escape system improvements - notably a new parachute in the ejection seat. These upgrades are expected to keep the Jaguar in service well beyond 2010 (probably even up to 2020), with further new-build aircraft augmenting the existing aircraft.

Operational History

India

By the mid-80s, the Jaguar was in service with Nos. 5, 14, 16 and 27 Squadrons while a flight of No.6 Squadron was equipped with the Maritime Jaguar carrying the new generation Sea Eagle anti-ship sea-skimming missile. The Jaguar strike fighter was equipped also with Magic air-to-air missiles on unique overwing pylons, featured advanced nay-attack systems and able to carry formidable warload till the far ends of the sub-continent.Jaguars saw service during Kargil War with the Indian Air Force.

The Jaguars were the first type of Indian aircraft that had flown overseas. The Indian Air Force deployed them in an overseas exercise, Cope Thunder in Alaska, USA.

Nine upgraded twin-seater Jaguar fighters were inducted into Indian Air Force (IAF) on 15 July 2005 at a ceremony held at Hindustan Aeronautics Limited (HAL), Bangalore. Defence Minister, Mr Pranab Mukherjee handed over the aircraft to Chief of the Air Staff, Air Chief Marshal SP Tyagi. The aircraft were upgraded by HAL.

Abroad

The Jaguar saw combat during the first Gulf War of 1991, with the Armée de l'Air and RAF, the Balkan wars with the RAF and the Kosovo War with the Armée de l'Air. However, during the 1991 Gulf War, the RAF Jaguars were "paired" with Buccaneers, which had already been upgraded with TIALD.

The Ecuadorian Air Force, the only American export customer used them mainly for ground attack roles and ocassionaly for air superiority duties during the Cenepa War with Peru in 1995, but the main part of the fleet was held on reserve in case of a wider conflict with the Peruvians.

The RAF Jaguar aircraft flew their last operational sorties on April 30, 2007 when it ceased to be a deployable force element and when No.6 Squadron "down-declared", though flying continued. At least two aircraft continued to fly with QinetiQ at Boscombe Down after No.6 Squadron's withdrawal. On 20 December 2007, a Jaguar undertook the last ever British military Jaguar flight.

Replacement

The aircraft has been updated several times and remains in front-line service with India.India plans to replace its Jaguar fleet with the Medium Combat Aircraft under development by HAL/ADA consortium.

India is modernizing its current Jaguar fleet and also placed an order for 37 additional upgraded Jaguar aircrafts from Hindustan Aeronautics Limited in 1999. The Medium Combat Aircraft (MCA) is expected to enter mass production in 2015 and will replace India's Jaguar fleet. The Indian Air Force, which operates two different types of Rolls Royce/Turbomeca engines, Mk804E and Mk811 (produced under license by HAL) will possibly be upgrading their Mk811 engines to the Mk821 which will combine a number of thrust and reliability improvements gained from the RAF Jaguar experience in the last 5 years. This will allow the Indian Air Force to have a more capable aircraft at medium and high level sortie profiles where most of the flying is carried out. The engines may also share similar components to the Adour Mk871 which has been fitted to the Indian Air Force Hawk supplied by BAES.

Variants

Indian

• Jaguar IS : Single-seat all-weather tactical strike, ground-attack fighter for the Indian Air Force, 35 built by BAe and 99 built by HAL.
• Jaguar IT : Two-seat training version for the Indian Air Force, 3 built by BAe and 29 built by HAL.
• Jaguar IM : Single-seat maritime anti-shipping aircraft for the Indian Air Force. Fitted with Agave radar and capable of carrying Sea Eagle anti-ship missile, 12 built.

Foreign

• Jaguar A : Single-seat all-weather tactical strike, ground-attack fighter version for the French Air Force, two prototypes and 160 production aircraft built.
• Jaguar B or Jaguar T.Mk 2 : Two-seat training version for the RAF, one prototype and 38 production aircraft built.
  • Jaguar T.Mk 2A : Jaguar T.Mk 2 upgrade similar to GR.Mk 1A (see below), 14 conversions from T2.
  • Jaguar T.Mk 2B : two Jaguar T.Mk 2A aircraft given TIALD capability.
  • Jaguar T.Mk 4 : Jaguar T.Mk 2A upgraded to Jaguar 96 standard.
• Jaguar E : Two-seat training version for the French Air Force, two prototypes and 40 production aircraft built.
• Jaguar S or Jaguar GR.Mk 1 : Single-seat all-weather tactical strike, ground-attack fighter version for the RAF, 165 built.
  • Jaguar GR.Mk 1A : Jaguar GR.Mk 1 with navigation, chaff/flare, ECM and Sidewinder capability upgrades, 75 conversions from GR1.
  • Jaguar GR.Mk 1B : Ten GR.Mk 1 aircraft modified to carry TIALD pods.
  • Jaguar GR.Mk 3 : Jaguar 96 avionics upgrade to GR.Mk 1A/B.
  • Jaguar GR.Mk 3A : Jaguar 97 avionics upgrade to GR.Mk 3.

• Jaguar M : Single-seat naval strike prototype for the French Navy, one built.
• Jaguar Active Control Technology : One Jaguar converted into a research aircraft.
• Jaguar International : Export versions based on either the Jaguar S or Jaguar B.
  • Jaguar ES : Export version of the Jaguar S for the Ecuadorian Air Force, ten built.
  • Jaguar EB : Export version of the Jaguar B for the Ecuadorian Air Force, two built.
  • Jaguar OS : Export version of the Jaguar S for the Royal Air Force of Oman, 20 built.
  • Jaguar OB : Export version of the Jaguar B for the Royal Air Force of Oman, 4 built
  • Jaguar SN : Export version of the Jaguar S for the Nigerian Air Force, 13 built
  • Jaguar BN : Export version of the Jaguar B for the Nigerian Air Force, five built.

Specifications

General characteristics

• Crew: One
• Length: 16.83 m (55 ft 3 in)
• Wingspan: 8.69 m (28 ft 6 in)
• Height: 4.92 m (16 ft 1 in)
• Wing area: 24 m² (258 ft²)
• Empty weight: 7,000 kg (15,400 lb)
• Loaded weight: 11,000 kg (24,250 lb)
• Max takeoff weight: 15,700 kg (34,600 lb)
• Powerplant: 2× Rolls-Royce/Turbomeca Adour Mk 102 turbofans, 32.5 kN (7,305 lbf) each

Performance

• Maximum speed: 1,593 km/h or 1055 miles/h (Mach 1.6)
• Range: 535 km combat, 3,525 km ferry (335 mi / 2,190 mi)
• Service ceiling: 14,000 m (46,000 ft)
• Rate of climb: m/s (ft/min)
• Wing loading: kg/m² (lb/ft²)
• Thrust/weight: 0.60

Armament

• Guns: 2× 30 mm (1.18 in) ADEN cannons OR DEFA cannons, 150 rounds/gun
• Rockets: 8× Matra rocket pods with 18× SNEB 68 mm rockets each
• Missiles: 2× AIM-9 Sidewinders OR Matra R550 Magics on overwing pylons (Jaguar International and RAF Jaguars only)
• Bombs: 10,000 lb (4,540 kg) of payload on five external hardpoints, including a variety of bombs, reconnaissance pods (such as the Joint Reconnaissance Pod), Drop tanks or the Anglo-French AS-37 Martel missiles

Operators

India

• Indian Air Force
  • No. 5 Squadron 'Tuskers', IAF Ambala ( Jaguar IS, IB ) from August 1981
  • No. 6 Squadron 'Dragons', IAF Jamnagar ( Jaguar IM, IS, IB ) from 1987
  • No. 14 Squadron 'Bulls', IAF Ambala ( Jaguar IS, IB ) from March 1981
  • No. 16 Squadron 'Rattlers', IAF Gorakhpur ( Jaguar IS, IB ) from October 1986
  • No. 27 Squadron 'Flaming Arrows', IAF Gorakhpur ( Jaguar IS, IB ) from June 1985

Ecuador

• Ecuadorian Air Force - all now in storage awaiting sale
  • Escuadron de Combate 2111 'Aguilas' (Eagles)

France

• Armée de l'Air - all withdrawn
  • Escadron de Chasse 1/7 'Provence' at St Dizier
  • Escadron de Chasse 2/7 'Argonne' at St Dizier
  • Escadron de Chasse 3/7 'Languedoc' at St Dizier
  • Escadron de Chasse 4/7 'Limousin' at St Dizier
  • Escadron de Chasse 1/11 'Roussillon' at Toul
  • Escadron de Chasse 2/11 'Vosges' at Toul
  • Escadron de Chasse 3/11 'Corse' at Toul
  • Escadron de Chasse 4/11 'Jura' at Toul (1978-1992)
  • Escadron de Chasse 3/3 'Ardennes' at Mérignac (1977-1987)

Nigeria(retired)

• Nigerian Air Force (13 Jaguar SNs & 5 Jaguar BNs)(75 Strike Group?, Makurdi, 1984-91, now retired)

Oman

• Royal Air Force of Oman (20 Jaguar OSs & 4 Jaguar OBs)
  • No. 8 Squadron RAFO at RAFO Thumrayt
  • No. 20 Squadron RAFO at RAFO Thumrayt

United Kingdom

• Royal Air Force - all withdrawn
  • No. 2 Squadron 1976-1988 at RAF Laarbruch (strike/recce)
  • No. 6 Squadron at RAF Coltishall, later RAF Coningsby(attack)
  • No. 14 Squadron 1974-1985 at RAF Bruggen (strike)
  • No. 16 (Reserve) Squadron at RAF Lossiemouth, later Coltishall (OCU)
  • No. 17 Squadron 1975-1985 at RAF Bruggen (strike)
  • No. 20 Squadron 1977-1984 at RAF Bruggen (strike)
  • No. 31 Squadron 1976-1984 at RAF Bruggen (strike)
  • No. 41 Squadron at RAF Coltishall (recce/attack)
  • No. 54 Squadron at RAF Coltishall (attack)
  • No. 226 Operational Conversion Unit at RAF Lossiemouth (OCU)
  • Jaguar Conversion Team at RAF Lossiemouth (initial OCU)

Jaguar Videos

http://www.youtube.com/watch?v=avbIcbCG5Rs

The IAI EL/M-2075 Phalcon is an Airborne Early Warning and Control (AEW&C) radar system developed by Israeli Aircraft Industries (IAI) and Elta Electronics Industries of Israel. Its primary objective is to provide intelligence to maintain air superiority and conduct surveillance. According to the Federation of American Scientists in a 2009 article, the Phalcon was the most advanced AEW&C system in the world. 

The system is currently in-service with four countries — Israel, India, Chile and Singapore.

Design and features

Previous version of Israeli AF Gulfstream G500 Eitam

The EL/M-2075 is a solid-state L-band conformal array radar system for use on a Boeing 707 and other aircraft. Phalcon, as the complete AEW mission suite is referred to, is intended for airborne early warning, tactical surveillance of airborne and surface targets and intelligence gathering. It also integrates the command and control capabilities needed to employ this information. The system uses six panels of phased-array elements: two on each side of the fuselage, one in an enlarged nosecone and one under the tail. Each array consists of 768 liquid-cooled, solid-state transmitting and receiving elements, each of which is weighted in phase and amplitude. These elements are driven by individual modules and every eight modules are connected to a transmit/receive group. Groups of 16 of these eight module batches are linked back to what is described as a prereceive/transmit unit, and a central six-way control is used to switch the pre-transmit/receive units of the different arrays on a time division basis. As used in its Chilean Boeing 707-based application, the lateral fairings measured approximately 12 × 2 m and were mounted on floating beds to prevent airframe flexing degrading the radar accuracy. Each array scans a given azimuth sector, providing a total coverage of 360°. Scanning is carried out electronically in both azimuth and elevation. Radar modes include high PRF search and full track, track-while-scan, a slow scan detection mode for hovering and low-speed helicopters (using rotor blade returns) and a low PRF ship detection mode. Instead of using a rotodome, a moving radar found on some AEW&C aircraft, the Phalcon uses the Active Electronically Scanned Array (AESA), an active phased array radar. This radar consists of an array transmit/receive (T/R) modules that allow a beam to be electronically steered, making a physically rotating rotodome unnecessary. AESA radars operate on a pseudorandom set of frequencies and also have very short scanning rates, which makes them difficult to detect and jam. Up to 100 targets can be tracked simultaneously to a range of 200 nm (370 km), while at the same time, over a dozen air-to-air interception or air-to-ground attack can be guided. The radar can be mounted on the an aircraft's fuselage or on the top inside a small dome. Either position gives the radar 360 degree coverage. The phased array radar allows positions of aircraft on operator screens to be updated every 2-4 seconds, rather than every 20-40 seconds as is the case on the rotodome AWACS. 

Platforms

The system can be fitted to a number of aircraft, including the Boeing 707, Boeing 767, Boeing 747, Airbus series aircraft, Gulfstream G550 and Ilyushin Il-76. Under a contract signed with Chile in 1989, the first Phalcon system to be installed was fitted to a former LanChile Boeing 707, and was first flown in 1993 In May 1994 the aircraft was delivered to the Chilean Air Force, where it is known as the Condor.

Operational history

The Israeli Air Force has purchased 3 Gulfstream G550 aircraft to serve as the new IDF platform for its new generation of AEW systems. The system is called Eitam. Extensive modifications made to the Gulfstream's fuselage, such as the addition of protruding composite radomes, are intended to allow for the housing of the radar arrays. In 2007, 4 similar G550-Phalcon aircraft were also purchased by the Republic of Singapore Air Force, to eventually replace its upgraded E-2C Hawkeyes. All 4 G550s are expected to be in-service by 2010.

China's purchase of the Phalcon system in 2000 was denied due to pressure from the United States.

Sale to India

In March 2004, Israel and India signed a US$1.1 billion deal according to which IAI would deliver the Indian Air Force three Phalcon AEW&C radar systems. India signed a separate deal with the Ilyushin Corporation of Russia for the of supply three Il-76 A-50 heavy air-lifters, which were to be used as platforms for these radar systems, for an additional US $500 million.

In November 2007, Indian defense officials said that there were significant delays in the supply of the Russian Il-76 platform and the induction of the radar was now postponed to 2009-10. In June 2008, media reports suggested that India and Israel were about to sign a deal for three additional Phalcon radars.

India received its first AWACS on 25th May 2009. It landed in Jamnagar AFB in Gujarat completing its 8 hour long journey from Israel. 

Operators

An operational G550 CAEW of 111 Squadron, Republic of Singapore Air Force on display at Singapore Air Show 2010

• Israel - Three newer variants with EL/W-2085 dual band radar ("Eitam") in service on Gulfstream G550 platforms. Older variants on Boeing 707 Platforms are also in service.
• India - One in Service & two ordered on an Il-76 platform. IAF is keen to induct a total of six aircraft.
• Chile - One in service on a Boeing 707 platform.
• Singapore - Four ordered on Gulfstream G550 platform. Each costing approx USD 375 million

Comparable systems

• Boeing 737 AEW&C

Known as the Gajraj (King Elephant) in the IAF, the IL-76MD forms the strategic/heavy transport fleet. An estimated 28 aircraft are in service in two squadrons. Deliveries to the IAF began in 1985 and they were used in the Maldives in 1987 during Operation cactus and in Sri Lanka during 1987-1990 intervention to great effect. In 1990, two IL-76MDs were modified and their objective was to test the system's effectiveness to divert fire power of heat seeking air/surface-to-air missiles, shoulder-fired guns, and also jamming of radar by dispensing chaff around the aircraft.

The Ilyushin Il-76 (NATO reporting name: Candid) is a 4-engined strategic airlifter designed in the Soviet Union and in widespread use in Europe, Asia and Africa. Originally built for the military, the plane has subsequently seen extensive service as a commercial freighter, especially for the delivery of outsized or very heavy cargo. A water-carrying version of the plane has proven effective in fire-fighting operations in many countries.

Design and Development

The aircraft was first conceived by Ilyushin in 1967 to meet a requirement for a freighter able to carry a payload of 40 tons (88,000 lb) over a range of 5,000 km (2,700 nmi; 3,100 mi) in less than six hours, able to operate from short and unprepared airstrips, and capable of coping with the worst weather conditions likely to be experienced in Siberia and the Soviet Union's Arctic regions. It first flew on March 25, 1971.

Production of Il-76s was placed in Tashkent, Uzbekistan (then a republic of the Soviet Union). Some 860 of the basic transport variants were made. In the 1990s, modernized variants were developed (MF, TF), with a cargo compartment sized 20 m (length) x 3.4 m (width) x 3.4 m (height), but were not produced in significant quantity due to financial problems of the major user, the Russian Air Force. The prototype of the longer variant Il-76MF, with bigger capacity, first flew on 1 August 1995. The production ceased around 1997, and the factory since deteriorated. Some commercial aircraft were modernized to the IL-76TD-90VD version, starting from 2004, using new PS-90 engines to meet European noise limits. In 2005, China ordered in Russia 34 new Il-76MD's and 4 Il-78 tankers, and the factory in Tashkent completed 16 incomplete airframes. Production of the IL-76 at a new factory in Ulyanovsk in Russia, in cooperation with Tashkent works, is under consideration.

Units

Operational History

First aircraft were delivered to the Soviet Air Force in June 1974. It next became main Soviet strategic transport aircraft. From 1976 it was operated by the Aeroflot lines. Between 1979 and 1991, the Soviet Air Force Il-76s made 14,700 flights into Afghanistan, transporting 786,200 servicemen, and 315,800 tons of freight. The Il-76 carried 89% of Soviet troops and 74% of the freight that was airlifted. Building on that experience, the bulk of the Canadian Forces equipment into Afghanistan is flown in using civilian Il-76. As of 2006, the Russian Air Force had some 200 Il-76s, less than half airworthy, and civilian users in Russia have 108.

The Il-78 Midas is also in use as an airborne tanker, otherwise known as a refueller (Il-78, some 50 were made), and a waterbomber. Indian Air Force also operates 6 IL-78MKI variants. Its airframe was used as a base for the Beriev A-50 'Mainstay' AWACS aircraft (some 25 were made). Still more applications have been found in Antarctic support flights and simulated weightlessness training for cosmonauts. Beriev and NPO Almaz also developed an airborne laser flying laboratory designated A-60, of which two were built, although little is known about it, as the project is still classified. Indian AIr Force operates the Israeli phalcon AWACS carried on the IL-76 frame.

Maldives Coup(Operation Cactus)

The 1988 Maldives Coup, whose rescue efforts were code-named Operation Cactus by the Indian armed forces, was the attempt by a group of Maldivians led by Abdullah Luthufi and assisted by about 80 armed mercenaries of a Sri Lankan secessionist organisation, People's Liberation Organisation of Tamil Eelam (PLOTE), to overthrow the government of the island republic of Maldives. The coup was foiled after Indian forces were invited by the Maldivian government to intervene.On November 3, 1988, the Indian Air Force paratroopers were flown to the islands of Maldives in Il-76MD to foil an attempt to overthrow the government on the Republic Of Maldives after help was requested by the government of Maldives to India.

About 80 armed PLOTE mercenaries landed on Malé before dawn aboard speedboats from a freighter. Disguised as visitors, a similar number had already infiltrated Malé earlier. Although the mercenaries quickly gained control of the capital they failed to capture President Gayoom, who fled from house to house and asked for military intervention from India, the United States, and the United Kingdom. Indian prime minister Rajiv Gandhi immediately dispatched 1,600 troops by air to restore order in Malé.

The operation started on the night of November 3, 1988, as the Indian Air Force airlifted a parachute battalion group from Agra on IL-76 of 44 squadron of IAF and flew them non-stop over 2,000 kilometres (1,240 mi) to Maldives. The Indian paratroopers landed at Hulhule and secured the airfield and restored the Government rule at Malé within hours. Those unable to reach the ship in time were quickly rounded up. Nineteen people reportedly died in the fighting, and several taken hostage also died.

Hurricane Katrina

On August 29, 2005, the day before the levees of New Orleans gave way to the forces of Hurricane Katrina,India used an Il-76 to deliver aid on September 13, 2005 for Katrina victims. The IAF crew arrived at Boston Logan International Airporton 13th September 2005.

The Russian Federation also offered humanitarian aid to the United States. Two EMERCOM Il-76 aircraft landed at a disaster aid staging area at Little Rock, Arkansas September 8. This marks the first time Russia has flown such a mission to North America. A second Emergency Situations ministry Il-76 first-aid shipment, specially arranged with the U.S. leadership, departed Russia for Little Rock September 14.

Variants

Prototypes and Development Variants

• Izdeliye-176 - prototype Il-76PP.
• Izdeliye-576 -
• Izdeliye-676 - Telemetry and communications relay aircraft, for use during trial programmes, (prototype).
• Izdeliye-776 - Telemetry and communications relay aircraft, for use during trial programmes, (prototype).
• IZdeliye-976 (SKIP) - (СКИП - Самолетный Контрольно-Измерительный Пункт, Airborne Check-Measure-and-Control Center) - Il-76/A-50 based Range Control and Missile tracking platform. Initially built to support Raduga Kh-55 cruise missile tests.
• Izdeliye-1076 - Special mission aircraft for unknown duties.
• Izdeliye-1176 - ELINT electronic intelligence aircraft, a.k.a.Il-76-11
• Il-76TD-90 / Il-76MD-90 Engine upgrades to Perm PS-90's.
• Il-76 firebomber - Fire-fighting aircraft to drop exploding capsules filled with fire retardant.
• Il-76PSD - SAR version of Il-76MF
• Il-96 - Early development of convertible passenger/cargo aircraft, (project only, designation re-used later)
• Il-150 - proposed Beriev A-50 with Perm PS-90 engines.
• Beriev A-60 - Airborne laser weapon testbed. (Il-76 version 1A)

Military variants

• Il-76-Tu160 tailplane transporter - One-off temporary conversion to support Tu-160 emergency modification programme.
• Il-76D - ('D' for "Desantnyi", Десантный - "Paratrooper transport") has a gun turret in the tail for defensive purposes.
• Il-76K / Il-76MDK/Il-76MDK-II - Zero-g trainer "Vomit Comet" ((dlya podgotovki) kosmonavtov)
• Il-76LL - Engine testbed, (ooniversahl'naya letayuschchaya laboratoriya).
• Il-76M - Military transport version, (modifitseerovannyy - modified).
• Il-76MD - Improved military transport version, (modifitseerovannyy Dahl'ny - modified ,long-range).
• Il-76MD Skal'pel-MT - Mobile Hospital
• Il-76M / Il-76MD - Built without military equipment but designated as m's and MD's (Gordon - 'Falsies')
• Il-76MD-90 - An Il-76MD with silenced and more economical Aviadvigatel PS-90 engines.
• Il-76MF - Stretched military version with 6.6m longer fuselage, PS-90 engines, maximum take-off mass 210 t and lift capability of 60 tonnes. First flew in 1995, not built in series so far.
• Il-76MKD - Zero-gravity training aircraft for Yuri Gagarin Cosmonauts Training Center.
• Il-76PP - ECM aircraft, major problems with ECM equipment, Izdeliye-176 only.
• Il-76MD PS - Maritime Search and Rescue aircraft, (poiskovo-spasahtel'nyy).
• Il-76T/Il-76TD - Built as military aircraft but given civilian designations. (Gordon - 'Falsie')
• Il-78 / Il-78M / IL-78MKI - Aerial refuelling tanker.
• Il-82 - Airborne Command Post/communications relay aircraft, (alternative designation - Il-76VKP-'version65S').
• Beriev A-50/Beriev A-50M/Beriev A-50I/Beriev A-50E - Airborne Early Warning & Control aircraft. Beriev given control over the program.
• Il-76MD Tanker - Iraqi Tanker conversion.
• Il-76 Phalcon - For the Indian Air Force. Hosts Phalcon radar for AWACS and more silent and efficient Aviadvigatel PS-90 engines.
• KJ-2000 - Chinese AWACS conversion of Il-76, developed after Russian A-50I was cancelled and currently in service with the armed forces of China. Equipped with an active phased array (AESA) radar and arranged in the same way as that of A-50I.

Civil Variants

• Il-76MGA - Initial Commercial freighter. (2 prototypes and 12 production)
• Il-76MD to Il-76TD conversions. Complete removal of Military equipment, identified by crude cover over OBIGGS inlet in Starboard Sponson.
• Il-76P / Il-76TP / Il-76TDP / Il-76MDP - Firefighting aircraft. The Il-76 waterbomber is a VAP-2 1.5 hour install/removal tanking kit conversion. The Il-76 can carry up to 13,000 U.S. gallons (49,000 liters) of water; 3.5 times the capacity of the C-130 Hercules. Since this kit can be installed on any Il-76, the designation Il-76TP, Il-76TDP are also used when those versions of the Il-76 are converted into waterbombers. The Il-76P was first unveiled in 1990.

• Il-76T - ('T' for Transport, Транспортный) unarmed civil cargo transport version. NATO code-name Candid-A. It first flew on November 4, 1978.
• Il-76TD - The civil equivalent of the Il-76MD, first flew in 1982.
• Il-76TD-90VD - An Il-76TD with Aviadvigatel PS-90 engines and a partial glass cockpit.
• Il-76TD-S - Civilian mobile Hospital, similar to Il-76MD Skal'pel-MT.
• Il-76TF - Civil transport stretched version with Aviadvigatel PS-90 engines. It is the civil version of the Il-76MF (none produced).

Specifications

General characteristics

• Crew: 5–7
• Capacity: 40,000 kg (Il-76)
• Payload: 45 – 47 tonnes (~50 tons)
• Length: 46.59 m (152 ft 10 in)
• Wingspan: 50.5 m (165 ft 8 in)
• Height: 14.76 m (48 ft 5 in)
• Wing area: 300.0 m² (3,229.2 ft²)
• Empty weight: 72,000 kg (Il-76)(159,000 lb)
• Max takeoff weight: 157,000 kg (Il-76)(346,000 lb (Il-76))
• Powerplant: 4× Soloviev D-30KP turbofans, 118 kN (26,500 lbf) each

Performance

• Maximum speed: 900 km/h (490 kt, 560 mph,) Mach 0.82-1.17 groundspeed depending on altitude
• Range: 3,650 km (Il-76) with max payload
• Service ceiling: 13,000 m (42,700 ft)
• Rate of climb: m/s (ft/min)
• Wing loading: 566.7 kg/m² (Il-76M/T(116.05 lb/ft² (Il-76M/T), 129.72 lb/ft² (Il-76MD/TD))
• Thrust/weight: 0.305 (Il-76)
• Minimal landing run: 450 m with thrust reversal

Armament

• Guns: 2× 23 mm cannon in radar-directed manned turret at base of tail

Payload

• 48,000 kg for the Il-76M/T, 50,000 kg for the Il-76MD/TD and 60,000 kg for the Il-76MF/TF
• 92,000 kg (Il-76MD/TD), 104,000 kg (Il-76MF/TF)
• for other models: 170,000 kg (Il-76M/T), 190,000 kg IL-76MD/TD), 210,000 kg (Il-76MF/TF)
• 4,000 km (Il-76M/T), 4,400 km (Il-76MD/TD), 4,200 km (Il-76MF/TF)
• 633.3 kg/m² (Il-76MD/TD)
• 0.282 (Il-76M/T), 0.252 (IL-76MD/TD), 0.228 (Il-76MF/TF)

Related Development

• Beriev A-50 'Mainstay'
• Ilyushin Il-78 Midas
• EL/M-2075 Phalcon Airborne Early Warning And Control System(AWACS)

Comparable aircraft

• C-141 Starlifter
• C-17 Globemaster III
• Antonov An-70

MiG-21
Croatian Air Force MiG-21bis D soaring above the clouds.
Role	Fighter
Manufacturer	Mikoyan-Gurevich OKB
Designed by	Artem Mikoyan
First flight	14 February 1955 (Ye-2)
Introduced	1959 (MiG-21F)
Retired	1990s (Russia)
Status	Active (see list)
Primary users	Soviet Air Force Indian Air Force Romanian Air Force Vietnam People's Air Force
Produced	1959 (MiG-21F) to 1985 (MiG-21bis)
Number built	11,496 (10,645 produced in the USSR, 194 in Czechoslovakia, 657 in India)
Variants	Chengdu J-7

The Mikoyan-Gurevich MiG-21 (Russian: Микоян и Гуревич МиГ-21) (NATO reporting name "Fishbed") nicknamed Trishul(Trident) in Indian Service is a supersonic jet fighter aircraft, designed and built by the Mikoyan-Gurevich Design Bureau in the Soviet Union. It was popularly nicknamed "balalaika", from the aircraft's planform-view resemblance to the Russian stringed musical instrument or ołówek (English: pencil) by Polish pilots due to the shape of its fuselage. Early versions are considered second-generation jet fighters, while later versions are considered to be third-generation jet fighters. Some 50 countries over four continents have flown the MiG-21, and it still serves many nations a half-century after its maiden flight. The fighter made aviation records. At least by name, it is the most-produced supersonic jet aircraft in aviation history and the most-produced combat aircraft since the Korean War, and it had the longest production run of a combat aircraft (1959 to 1985 over all variants).

Development

The MiG-21 jet fighter was a continuation of Soviet jet fighters, starting with the subsonic MiG-15 and MiG-17, and the supersonic MiG-19. A number of experimental Mach 2 Soviet designs were based on nose intakes with either swept-back wings, such as the Sukhoi Su-7, or tailed deltas, of which the MiG-21 would be the most successful.

Development of what would become the MiG-21 began in the early 1950s, when Mikoyan OKB 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 16 June 1955 and made its first public appearance during the Soviet Aviation Day display at Moscow's Tushino Airport in July 1956. The MiG-21 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 F-104 Starfighter and F-5 Freedom Fighter and the French Dassault Mirage III.

Like many aircraft designed as interceptors, the MiG-21 had a short range. 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 mi.) 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 235 m/s (46,250 ft/min) was possible with a combat-loaded MiG-21bis, not far short of the performance of the later F-16A. Given a skilled pilot and capable missiles, it could give a good account of itself against contemporary fighters. It was replaced by the newer variable-geometry MiG-23 and MiG-27 for ground support duties. However, not until the MiG-29 would the Soviet Union ultimately replace the MiG-21 as a maneuvering dogfighter to counter new American air superiority types.

The MiG-21 was exported widely and continues to be used. The aircraft's simple controls, engine, weapons, and avionics were typical of Soviet-era military designs. The use of a tail with the delta wing aids stability and control at the extremes of the flight envelope, enhancing safety for lower-skilled pilots; this in turn enhanced its marketability in exports to developing countries with limited training programs and restricted pilot pools. While technologically inferior to the more advanced fighters it often faced, low production and maintenance 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 armaments.

Due to the lack of available information, early details of the MiG-21 were often confused with those of the similar Sukhoi fighters also under development. Jane's All the World's Aircraft 1960-1961 describes the "Fishbed" as a Sukhoi design, and uses an illustration of the Su-9 'Fishpot'.

Production

A total of 10,645 units were built in the USSR. They were produced in three factories, in the GAZ 30 in Moscow (also known as Znamya Truda), in GAZ 21 in Gorky and in GAZ 31 in Tbilisi. The type of "MiG" manufactured differed. 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. However, there are 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. The count for each factory is:

• 5,765 in 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
• 3,203 in Moscow
  • MiG-21U (all export units); MiG-21PF (all export units); MiG-21FL (all units not built by HAL); MiG-21M (all); 15 MiG-21MT (all)
• 1,678 in 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 to end)

A total of 194 MiG-21F-13s were built under licence in Czechoslovakia, and Hindustan Aeronautics Ltd. of India built 657 MiG-21FL, MiG-21M and MiG-21bis (of which 225 were bis)

Technical description

The MiG-21 is a single-engined jet fighter aircraft capable of supersonic flight.

Wing

The MiG-21 has a delta wing. The sweep angle on the leading edge is 57° with a TsAGI S-12 airfoil. The angle of incidence is 0° while the dihedral angle is -2°. On the trailing edge there are ailerons with an area of 1.18 m², and flaps with an area of 1.87 m². In front of the ailerons there are small wing fences.

Fuselage

A semi-monocoque with an elliptical profile with a maximum width of 1.24 m. The air flow to the engine is regulated by a cone in the air intake. Up until the MiG-21PF it is three staged. On speeds up to M=1.5 it is fully retracted, between speeds of M=1.5 and M=1.9 it is in the middle position, and with speeds higher than M=1.9 it is in the maximum forward position. However, on the MiG-21PF it adapts to the actual speed, according to the UVD-2M system aboard the aircraft, which monitors the pressure in front and behind the compressor of the engine. On both side of the nose there are gills to supply the engine with more air while on the ground and during takeoff. In the first variant of the MiG-21, the pitot tube is on the bottom of the nose; after the MiG-21P, every version of the -21 has this tube situated on the top of the air intake.

The cabin is pressurized and air conditioned. The canopy up until the MiG-21PFM opens on a hinge on the front of the canopy. When ejecting, the SK-1 ejection seat connects with the canopy making a capsule to enclose the pilot and protect him from the airflow, after which it would separate and the pilot would parachute down. However, the canopy took too long to separate and some pilots were killed after ejecting at low altitudes. On the MiG-21PFM the canopy opens on a hinge on the right side of the cockpit.

hinge of the canopy

On the belly of the plane there are three air brakes, two at the front and one at the back. The front brakes have an area of 0.76 m², and a deflection angle of 35°. The back one has an area of 0.46 m² and a deflection angle of 40°. The usage of the back air brake is blocked if the plane carries an external fuel tank. Behind the air brakes are the bays for the main landing gear. Under the body, just behind the trailing edge of the wing, two JATO rockets can be attached. The front part of the fuselage ends with former #28. Beginning with former #28a is the back part of the fuselage, which is removable for engine maintenance.

central air brake

lateral air brake

Empennage

The empennage of the MiG-21 consists of a vertical stabilizer, a stabilator and a small fin on the bottom of the tail to improve yaw control. The vertical stabilizer has a sweep angle of 60° and an area of 5.32 m² (on earlier version 3.8 m²) and a rudder. The stabilator has sweep angle of 57°, an area of 3.94 m² and a span of 2.6 m.

Landing Gear

A tricycle type undercarriage with a nose gear. The main landing gear has tires 800 mm in diameter and 600 mm in width (till the MiG-21P; 660x200 mm). The wheels of the main landing gear retract in the fuselage after rotating 87°, the shock absorbers retract in the wing. The nose gear retracts forward in the fuselage under the radar. The wheel base is 4.71 m, the track width is 2.69 m.

forward gear

rear gear

Engines

The MiG-21 engine was produced in several variants.

* = limited (3-minute) "extra-power" reheat at altitudes 4000m (13,120 ft) or less.

Armaments

The following table shows the possible ordnance loads of various models of the MiG-21. In the pylons column, the number listed is per individual pylon.

Operational history

India

In 1961, the Indian Air Force (IAF) opted to purchase the MiG-21 over several other Western competitors because the Soviet Union offered India full transfer of technology and rights for local assembly. In 1964, the MiG-21 became the first supersonic fighter jet to enter service with the IAF. Due limited induction numbers and lack of pilot training, the IAF MiG-21 played limited role in the Indo-Pakistani War of 1965. However, the IAF gained valuable experience while operating the MiG-21 for defensive sorties during the war. The positive feedback from IAF pilots during the 1965 war prompted India to place more orders for the fighter jet and also invested heavily in building the MiG-21's maintenance infrastructure and pilot training programs. By 1969, India had acquired more than 120 MiG-21s from the Soviet Union.

Indo-Pakistani War of 1971

The expansion of IAF MiG-21 fleet symbolized growing India-Soviet Union military partnership which enabled India to field a formidable air force to counter Chinese and Pakistani threats. The capabilities of the MiG-21 and the skills of its Indian pilots were soon put to test during the Indo-Pakistani War of 1971. During the war, the MiG-21s played a crucial role in giving the IAF complete air superiority over vital points and areas in the Western theater of the conflict.

The 1971 war witnessed the first supersonic air combat in the subcontinent when an Indian MiG-21FLs shot down a PAF F-104 Starfighter with its GSh-23 twin barrelled 23mm cannon. By the time the hostilities came to an end, the IAF MiG-21s had shot down four PAF F-104s, two PAF F.6, one PAF F-86 and one PAF C-130 Hercules. According to Western military analysts, the MiG-21s had clearly "won" the much anticipated air combat between the MiG-21 and the F-104 Starfighter.

Because of the formidable performance of the MiG-21s, several nations, including Iraq, approached India for MiG-21 pilot training. By early 1970s, more than 120 Iraqi pilots were being trained by the Indian Air Force.

Kargil War and Atlantique Incident

It was also used as late as 1999 in the Kargil War in which one Indian Air Force MiG-21 was shot down by a Pakistani hand-held "Stinger" Surface to air missile. The MiG-21's last known kill took place in 1999 during the Atlantique Incident when two MiG-21 aircraft of the Indian Air Force Intercepted and shot down a Breguet Atlantique reconnaissance aircraft of the Pakistani Navy with R-60MK (AA-8 Aphid).

Variants

(All information in this section adapted from "MiG-21" by Yefim Gordon & Keith Dexter, ISBN 978 1 85780 257 3.')

MiG-21PFM of Polish Air Force 10th Fighter Reg.

MiG-21MF of Polish Air Force 3rd Tactical Sqn.

Generation Zero (1954–1956)

The original developmental prototypes and concepts, to the first (pre)production aircraft. (Major variants: Ye-1, Ye-2, Ye-2A/MiG-23, Ye-4, Ye-50, Ye-50A/MiG-23U, Ye-5, MiG-21).

Generation One (1957–1961)

Initial mass-produced versions and further refinements and experiments. (Major variants: Ye-6, Ye-50P, MiG-21F, Ye-6T, MiG-21P-13, MiG-21F-13, Ye-6V).

Generation Two (1961–1966)

Further developments led to more advanced versions as dedicated interceptors which underwent near-constant refinements; a dedicated reconnaissance version (with interceptor capability) and a nuclear-strike variant were also developed. (Major variants: MiG-21PF/FL, Ye-7SPS, MiG-21PFS, Ye-7M, MiG-21PFM, Ye-7R, MiG-21R, Ye-7S, MiG-21S, MiG-21N, MiG-21PD).

Generation Three (1968–1972)

Development of the MiG-21 kept constantly moving with the times, from the MiG-21M to the ultimate variant, the MiG-21bis produced into the 1980s. (Major variants: MiG-21M, MiG-21I, MiG-21K, MiG-21Sh, MiG-21SM, MiG-21MF, MiG-21DF, MiG-21SMF, MiG-21MT, MiG-21SMT, MiG-21ST, MiG-21bis).

Trainer Variants (1960–1968+)

Trainer variants of the MiG-21 started being developed in 1960, and continued until the final design in 1968, which was manufactured for many years afterwards. (Major variants: Ye-6U, MiG-21U, MiG-21US, MiG-21UM).

Notes to table: * ADF = Automatic direction finder; an asterisk by the name means there is no DME module present. ** = An asterisk by the name indicates a rangefinding-only unit.

Upgrade Programs

MiG-21-93

Russia now offers an upgrade package to bring late-model MiG-21s up to the MiG-21-93 standard. This package provides 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. The upgraded avionics also enhance the aircraft's survivability as well as its ability to engage enemy fighters. Other upgrade features include installation of a dual-screen HUD, helmet-mounted target designator, and advanced flight control systems.

MiG-21 2000

MiG-21-2000

Single-seat 21st century version for export buyers. Made by Israel Aerospace Industries

MiG-21 LanceR

MiG-21 LanceR 'C' taking off from the RoAF 71st Air Base

Romanian Air Force MiG-21 UM LanceR-B

Upgraded version for the Romanian Air Force done by Elbit 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.

IAF MiG-21 Bison

MiG-21 Bison

Upgraded version for export and Indian Air Force is the first customer. Armed with Phazotron Kopyo (Spear) airborne radar, which is capable of simultaneously tracking 8 targets and engage 2 of the 8 target tracked with semi-active radar homing air-to-air missile such as Vympel R-27. The radar also enable to fighter to deploy active radar homing air-to-air missile such as Vympel R-77 when additional channel is incorporated. Russian advertise has claimed that this version is equivalent to early F-16. It performed well against F-15 and F-16s of the USAF during Indo-US joint air exercises.

MiG-21-97

MiG-21-93 upgrade. MiG-21-93 re-engined with Klimov RD-33 engine. Russians have claimed that the evaluation at Ramenskoye Airport had shown that this version had beaten simulated F-16 in mocked dogfight with a score of 4:1. 

Foreign-built variants

China (PRC)

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 licence 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.

Czechoslovakia

Between 1962 and 1972 the MiG-21F-13 version was manufactured under license by Aero Vodochody, in Czechoslovakia. Aero Vodochody (then Středočeské strojírny, n.p.), 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 R13-300 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 Trishul ("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 R11F2S-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. 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 2025.

Operators

Current operators of the MiG-21 in bright red and former operators in dark red

Two seater MiG-21UM, Polish Air Force, markings of 3rd Tactical Sqn.

Serbian Air Force MiG-21 bis N.17161 from 101. Fighter Squadron from 204th Air Base.

A Bulgarian MiG-21 taxis at Graf Ignatievo Air Base, Bulgaria during a bilateral exercise between the U.S. and Bulgarian air forces.

Croatian Air Force MiG-21 UMD

Current operators

This list does not include operators of Chinese copies / licensed manufactured versions known as the Chengdu J-7.

Azerbaijan 

Bulgaria 

Cambodia 

Croatia 

Cuba 

Egypt 

Ethiopia 

Georgia 

Guinea 

India 

Libya 

Mali 

Namibia 

North Korea 

Romania 

Serbia 

Sudan 

Syria 

Uganda 

Vietnam 

Yemen 

Zambia 

Former operators

Afghanistan 

Algeria 

Angola 

Bangladesh 

Belarus

Burkina Faso 

Chad 

China 

Congo, Republic of the 

Czechoslovakia  (Passed on to Czech Republic and Slovak Republic.)

Czech Republic 

East Germany  (Passed on to Germany on reunification.)

Eritrea 

Finland 

Germany 

Guinea-Bissau 

Hungary 

Indonesia 

Iran

Iraq 

Israel 

Kyrgyzstan 

Laos 

Madagascar 

Mongolia 

Mozambique 

Nigeria 

Poland 

Russia 

Slovakia 

Somalia 

Soviet Union 

Tanzania 

Turkmenistan

USSR  (Passed on to successor states.)

USA 

Ukraine 

North Yemen 

South Yemen 

Yugoslavia  (Passed on to FR Yugoslavia)

Yugoslavia  (Passed on to Serbia)

Zimbabwe 

Civil operators

Some aircraft are now owned and flown by private collectors as warbirds. There are even importers in the U.S. that purchase MiG-21s, MiG-15s and MiG-17s from Russia and other states and sell them to civilians for around $45,000.

Specifications (Mikoyan-Gurevich MiG-21F-13)

General characteristics

• Crew: 1
• Length: 15.76 (with pitot) m (51 ft 8.47 in)
• Wingspan: 7.154 m (23 ft 5.66 in)
• Height: 4.1 m (13 ft 5.41 in)
• Wing area: 23.0 m² (247.3 ft²)
• Empty weight: 4,871 kg (10,738 lb)
• Gross weight: 7,100 kg (15,650 lb)
• Powerplant: 1 × Tumanskiy R11F-300, 37.27 kN (8,380 lbf) thrust dry, 56.27 kN (12,650 lbf) with afterburner each

Performance

• Maximum speed: 2,230 km/h (1,385 mph)
• Maximum speed: Mach 2.05
• Range: 1,580 km (981 miles)
• Service ceiling: 19,000 m (62,335 ft)

Armament

• 1x internal 30 mm NR-30 cannon, plus
• 2x K-13 or K-13A (R-3S) AAM or
• 2x 500 kg (1,102 lbs) of bombs

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 × Tumanskiy R11F2S-300, 38.74 kN (8,710 lbf) thrust dry, 60.54 kN (13,610 lbf) with afterburner each

Performance

• Maximum speed: 2,230 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

• 1x GP-9 cannon pod with 23 mm GSh-23 cannon, plus
• 2x K-13A (R-3S) AAM or
• 2x 500 kg (1,102 lbs) of bombs

Specifications (Mikoyan-Gurevich MiG-21bis)

General characteristics

• Crew: 1
• Length: 15.0 (with pitot) m (49 ft 2.5 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)
• Empty weight: 5,339 kg (11,770 lb)
• Gross weight: 8,725 kg (19,235 lb)
• Powerplant: 1 × Tumanskiy R25-300, 40.21 kN (9,040 lbf) thrust dry, 69.62 kN (15,650 lbf) with afterburner each

Performance

• Maximum speed: 2,350 km/h (1,468 mph)
• Maximum speed: Mach 2.2
• Range: (internal fuel) 1,210 km (751 miles)
• Service ceiling: 17,800 m (58,400 ft)
• Rate of climb: 225 m/s ( ft/min)

Armament

• 1x internal 23 mm GSh-23 cannon, plus
• 2x K-13A (R-3R) or 4x Molniya R-60 AAM or
• 2x 500 kg (1,102 lbs) of bombs

Specifications (Mikoyan-Gurevich MiG-21-93)

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: 8,825 kg (19,425 lb)
• Powerplant: 1 × Tumanskiy R25-300, 40.21 kN (9,040 lbf) thrust dry, 69.62 kN (15,650 lbf) with afterburner each

Performance

• Maximum speed: 2,350 km/h (1,468 mph)
• Maximum speed: Mach 2.2
• Range: (internal fuel) 1,210 km (751 miles)
• Service ceiling: 17,800 m (58,400 ft)
• Rate of climb: 225 m/s ( ft/min)

Armament

• 1x internal 23 mm GSh-23 cannon, plus
• 2x R-27R1 or R-27T or 4x Vympel R-77 or 4x R-60M or R-73E AAM or
• 2x 500 kg (1,102 lbs) of bombs

See also

Related development

• Sukhoi Su-9
• Chengdu J-7
• Guizhou JL-9

Comparable aircraft

• English Electric Lightning
• Dassault Mirage III
• SAAB J-35 Draken
• Lockheed F-104 Starfighter
• McDonnell Douglas F-4 Phantom II
• Northrop F-5 Freedom Fighter/Tiger II

Mil Mi-24 is a twin-engined combat helicopter intended for close support of ground forces, destruction of armored targets and transportation of persons or cargo. The Mi-24 is not a direct counterpart to the American AH-64 Apache, since unlike this and other Western attack helicopters it is also capable of transporting up to eight troops. As a combination gunship and troop transport, the Hind combat helicopter has no direct NATO counterpart.
 

Design

The combat helicopter is a flying infantry fighting vehicle, which blends features of both transport and attack helicopters. Soviet pilots called the aircraft 'letayushiy tank' or flying tank. Another common nickname is 'Krokodil' (Crocodile) - due to the helicopter's camouflage and fuselage shape. A characteristic feature of the Mi-24 is a load cabin connected with the flight-deck, which is 2.83 m long, 1.46 m wide and 1.2 m high. It is capable of accommodating up to armed 8 troops; they can fire from their small arms fixed in mountings on side windows which can be opened. The cabin is accessible by a vertically opening clamshell door on each side of the fuselage.

The development of the helicopter commenced in mid-1960s based on the dynamics, power units and other components of the Mi-8. Other components of the airframe came from the Mi-14 Haze, a shore-based, navalized version of the Mi-8 'Hip' with a float bottom and ASW equipment. The Hind went from drawing board in 1968 to first test-flights in less than eighteen months. The first prototype, still with TV2-117 engines, flew in September 1969. First models were delivered to the armed forces for evaluation in 1970. The Mi-24A (Hind-B) did have a number of problems - lateral roll, weapon sighting problems, and limited field of view for the pilot. A heavy redesign of the aircraft front section solved most of these problems. Mi-24A (Hind-A) is the first version, in serial production since 1972. The Mil Mi-24 is a large combat helicopter gunship and low-capacity troop transport operated from 1976 by the Soviet Air Force, its successors, and over thirty other nations.

The Mi-24 was the first helicopter to enter service with the Russian Air Force as an assault transport and gunship. Additional missions include direct air support, antitank, armed escort, and air to air combat. The helicopter was used extensively in the Afghanistan War, becoming the "signature" weapon of the conflict. The Russians have deployed significant numbers of HINDs in Europe and have exported the HIND to many third world countries.

Its design is a classic one with a five-bladed main rotor and three-bladed tail rotor. The core of the aircraft was taken from the Mil Mi-8 (NATO reporting name "Hip"), two top mounted turboshaft engines driving a mid-mounted 17.3 m five-blade main rotor and a three blade tail rotor. The engine positions give the aircraft its distinctive double air intake. The five-blade main rotor is mounted on top of fuselage midsection, while short, stubby, weapon-carrying wings are mounted at the fuselsage midsection. It is powered by TV3-117 engines (2 x 1638 kW). The two turboshaft engines are mounted above body midsection with two round air intakes located just above the cockpit and exhaust ports on the sides of engines. The Hind A fuselage consists of a large, oval-shaped body with a glassed-in cockpit, tapering at the rear to the tail boom. The swept-back tapered tail fin features a rotor on the right on some models, with tapered flats on a boom just forward of the fin. The flight control system uses conventional helicopter style flight controls with positive mechanical linkage, hydraulic boost, and a limited authority automatic flight control system (designed to improve helicopter stability and control as well as reduce pilot workload).

External stores are mounted on underwing external stores points. Each wing has three hardpoints for a total of six stations. A representative mix when targeting armor formations would be eight AT-6 ATGMs, 750x 30-mm rounds, and two 57-mm rocket pods. The aircraft can store an additional ammunition basic load in the cargo compartment in lieu of carrying troops. Armored cockpits and titanium rotor head able to withstand 20-mm cannon hits. Every aircraft has an overpressurization system for operation in a NBC environment.

Weapon hardpoints are provided by two short mid-mounted wings (which also provide lift), each offering three stations. The load-out mix is mission dependent; the Hind can be tasked with close air support, anti-tank operations, or aerial combat. The body is heavily armored and the titanium rotor blades can resist impacts from 12.7 mm rounds. The Hind has only three known vulnerable points: the turbine intakes, the tail rotor assembly, and an oil tank inexplicably but conveniently located beneath the red star on the fuselage. The cockpit is overpressurized to protect the crew in NBC conditions. It is equipped with a hydraulically retractable tricycle type landing gear with a twin-wheel nose unit.

The Mi-24/25 is primarily an attack helicopter, but may also be outfitted for other missions. As a transport it can carry up to eight passengers. In the transport/cargo role it can not only carry internal loads but is capable of external sling loads up to 3,000 pounds. In the air ambulance role, the Mi-24/25 can carry four stretchers and one attendant. The Mi-24/25 cockpit areas and cargo/passenger areas are sealed, environmentally controlled, over pressurized with the airflow chemically/biologically filtered. The aircraft may be equipped with additional internal fuel tanks to extend the range/endurance of the Hind.

The helicopter has a wing with a span of 6.536 m, which can relieve the tail rotor by up to 30 per cent in higher speeds. The HIND's wings provide 22% to 28% of its lift in forward flight. In a steep banking turn at slower airspeeds, the low wing can lose lift while it is maintained on the upper wing, resulting in an excessive roll. This is countered by increasing forward airspeed to increase lift on the lower wing. Because of this characteristic, and the aircraft's size and weight, it is not easily maneuverable. Therefore they usually attack in pairs or multiple pairs, and from various directions.

The HIND is never employed individually -- always in sections of two and where possible in flights of six. The HIND has been used for air to air training. The Russians use balloons as air to air targets for the HIND. Unlike fixed wing aircraft the HIND lives in the helicopter flight environment and can maintain firing parameters on other helicopters for much longer periods of time than the fixed wing. Clutter from terrain flight background or flares will usually distract portable ground fired SAM-7 missiles and the STRAGGER cannot track a target moving much faster than a tank. However, a transport helicopter with a HIND on its tail is a "dead duck."

The core of the aircraft was derived from the Mil Mi-8 (NATO reporting name "Hip"), two top-mounted turboshaft engines driving a mid-mounted 17.3 m five-blade main rotor and a three-blade tail rotor. The engine configuration gave the aircraft its distinctive double air intake. Original versions have an angular greenhouse-style cockpit; Model D and later have a characteristic tandem cockpit with a "double bubble" canopy. Other airframe components came from the Mi-14 "Haze". Two mid-mounted stub wings provide weapon hardpoints, each offering three stations, in addition to providing lift. The load-out mix is mission dependent; Mi-24s can be tasked with close air support, anti-tank operations, or aerial combat.

The body is heavily armored and can resist impacts from .50 caliber (12.7 mm) rounds from all angles, including the titanium rotor blades. The cockpit is an even more heavily armored titanium tub and can resist impact from 37mm cannon rounds. The cockpit and crew compartment are overpressurized to protect the crew in NBC conditions.

Considerable attention was given to making the Mi-24 fast. The airframe was streamlined, and fitted with retractable tricycle undercarriage landing gear to reduce drag. The wings provide considerable lift at high speed, up to a quarter of total lift. The main rotor was tilted 2.5° to the right from the fuselage to counteract dissymmetry of lift at high speed and provide a more stable firing platform. The landing gear was also tilted to the left so the rotor would still be level when the aircraft was on the ground, making the rest of the airframe tilt to the left. The tail was also asymmetrical to give a side force at speed, thus unloading the tail rotor.

A modified Mi-24B, named A-10, was used in several speed and time to climb world record attempts. The helicopter had been modified to reduce weight as much as possible, and among the measures used was to remove the stub wings. The speed record over a closed 1000 km course set on August 13 1975 of 332.65 km/h still stands. As does many of the female specific records set by the all female crew of Galina Rastorgoueva and Ludmila Polyanskaia.[5] On 21 September 1978 the A-10 set the absolute speed record for helicopters with 368.4 km/h over a 15/25 km course. The record stood until 1986 when it was broken by the current record holder, a modified Westland Lynx.

As a combination gunship and troop transport, the Mi-24 has no direct NATO counterpart. While some have compared the UH-1 ("Huey") as NATO's direct counterpart to the Mi-24, this is inaccurate. While UH-1s were used in Vietnam to ferry troops, and were used as gunships, they were not able to do both at the same time. Converting a UH-1 into a gunship meant stripping the entire passenger area to accommodate extra fuel and ammunition, making it useless for troop transport. The Mi-24 was designed to do both, and this was greatly exploited by airborne units of the Soviet Army during the 1980-1989 Soviet invasion of Afghanistan. The closest Western equivalent was the Sikorsky S-67 Blackhawk, which used many of the same design principles and was also built as a high-speed, high-agility attack helicopter with limited troop transport capability; it, like the Mi-24, was also designed using many components from an already existing product, the Sikorsky S-61, itself a close approximation to the Mi-8/Mi-14. The S-67, however, was never adopted for service. Another relatively close western equivalent is the US MH-60L Direct Action Penetrator, a special purpose variant of the UH-60 Black Hawk which is capable of mounting a variety of weapons on its stub wings, including AGM-114 Hellfire missiles and Hydra 70 rockets, in addition to being able to carry up to 14 troops. The MH-60L is also similar in size compared to the Mi-24, but is more utility biased, lacks armor and can carry more troops and payload.

Variants

Mi-24 Hind Variants

Its NATO reporting name is Hind and variants are identified with an additional letter. The export versions, Mi-25 and Mi-35, are denoted as Hind D and Hind E respectively. Versions D and above include a characteristic tandem cockpit with a "double bubble" canopy. Nearly all of the older HIND A, B and C variants have been upgraded or modified to the HIND D or E standard.

• V-24 (Hind) - The first version of this helicopter, were twelve prototypes and development aircraft. One such prototype was modified in 1975 as A-10 for successful speed record attempts (having reached 368km/h) with wings removed and faired over and with inertia-type dampers on the main rotor head.
• Mi-24 (Hind-A) - Other early versions were the armed assault helicopter, which could carry eight combat troops and three crew members. It could also carry four 57-mm rocket pods on four underwing pylons, four 9M17 Falanga (AT-2 Swatter) anti-tank missiles on two underwing rails, free-fall bombs, plus one 12.7-mm machine-gun in the nose. The Mi-24 (Hind-A) was the first production model.
• Mi-24A Hind BMi-24A (Hind-B) - The Hind-A was followed up by the second production model the. Both the Mi-24 and Mi-24A entered Soviet Air Force service in 1973 or 1974. Lacks the four-barrel 12.7mm machine gun under the nose.
• Mi-24U (Hind-C) - Training version without any armament.
• Mi-24D (Hind-D) - The most common variant, a purer gunship than the earlier variants, the first to include the electronics for Anti-tank guided missiles 9M17 Falanga (AT-2 Swatter). The Hind D fuselage features nose modification with tandem bubble canopies, and a chin-mounted turret. Mi24D (Hind-D) is significantly re-designed version of the Mi-24A. It entered service in 1976. The Mi-24D has a redesigned forward fuselage, with two separate cockpits for the pilot and gunner. The re-modelled two-seated cockpit has a tandem seating with the gunner/pilot sitting in front, the pilot/commander in the rear seat which is raised. The cockpit has characteristic bulging canopies. An undernose turret contains a four-barrel 12.7 mm 9A624 machine gun with up to 1470 rounds. Optional weaponry is mounted on four underwing pylons. It can consist of 4 UB-32 pods (with 32 57 mm S-5 rockets each), 4 x 100 or 250 kg bombs, or 2 x 500 kg bombs, or the same number of napalm dispensers. An air-to-surface launching system for four 122 mm rockets can also be used. On wingtips there are tube-launchers for two pairs of 9M17P anti-tank missiles (Falanga system). Older Mi24 HIND-D combat helicopters were being replaced with the new AT-6 SPIRAL-equipped HIND-E, which has greater standoff range and the freedom to maneuver after launching its missile.
• Mi-24DU - Small numbers of Mi-24Ds were built as training helicopters with doubled controls. Mi-24DU training version of Mi-24D is without the undernose gun turret.
• Mi-24E - Environmental research version.
• Mi-24K (Hind-G2) : Army reconnaissance, photo-recon, and artillery observation helicopter. Has a camera in cabin, gun, rocket pods, but no targeting system.
• Mi-24N - In February 2000 it was stated that modified Mi-24N (Hind) attack helicopters with radar had been ordered by the Russian Defense Ministry. At that time the Russian military hoped that several Mi-24Ns would be fully operational in several months. Nevertheless as of February 2003 there were still no night-capable attack helicopters deployed in Chechnya. As of 2005 the Army had received only several Mi-24N helicopters, equipped with thermal imaging devices.
• Mi-24N - proposed pilot's cockpit upgrade, proposed by Russkaya Avionika, features two MFI-68 displays. The lower on replaces a mechanical map plotter and the upped one replaces the standard S-17V gunsight.
• Mi-24P (Hind-F) - The gunship version, which replaced the 12.7mm machine-gun with a fixed 30-mm cannon. The fixed twin gun cut the turret profile, and empty weight to 8,200 kg, while boosting maximum gross weight to 12,000 kg.
• Mi-24PM - upgraded Mi-24P using same technologies as in Mi-24VM.
• Mi-24PN - The Russian military has selected this upgraded Mi-24 to be their primary assault helicopter. The PN version has a TV and a FLIR camera located in a dome on the front of the aircraft. Other modifications include using the rotor blades and wings from the Mi-28 and fixed rather than retractable landing gear. Modernization of Mi-24 helicopters is underway, and as of early 2004 eight modernized Mi-24 had been adopted in the army aviation and plan on eventually upgrading all of their Mi-24s.
• Mi-24PS - Civil police or para-military version.
• Mi-24RKR (Hind-G1) - NBC reconnaissance model, which is designed to collect radiation, biological and chemical samples. It was first seen during the 1986 Chernobyl nuclear disaster. Also known as the Mi-24R, Mi-24RR and Mi-24RKh (Rch).
• Mi-24V (Hind-E) - Later development led to the Mi-24V which was first seen in the early 1980s. Mi-24V (Hind-E) is another improved version, a development of Mi-24D. The major change consists in the upgraded and more efficient SHTURM - V missile system with 9M114 (AT-6 Spiral) radio-guided anti-tank missiles launched from two pairs of cylindrical pods mounted on wingtips. Twelve of those missile are mounted on six wing pylons. Also added were B-8V rocket pods for 20 80 mm S-8 rockets, UPK-23-250 pods with two-barrel Gsh-23L and 250 rounds, GUV9A universal pods which can carry a 30 mm 9-A-800 automatic grenade launcher, or one 12.7 mm 9-A-624 four-barrel machine gun and two four-barrel 7.62 mm 9-A-622 machine guns. It was equipped with TV3-117V engines with improved height characteristics and optional exhaust mixer boxes to cool exhaust gasses, and auxiliary fuel tanks with a capacity of 450 litres.
• Mi-24VM - upgraded Mi-24V with updated avionics to improve night-time operation, new communications gear, shorter and lighter wings, and updated weapon systems to include support for the Ataka, Shturm and Igla-V missiles and a 23 mm main gun. Some sources suggest Mi-24VM designation will apply to Mi-24V or Mi-24VP after upgrade, and Mi-24PM to upgraded Mi-24Ps. Others maintain that the PM suffix applies only to aircraft which retain fixed 30 mm cannon associated with Mi-24P. Other internal changes have been made to increase the aircraft life-cycle and ease maintenance. A full-size mock-up Mi-24VM (Mi-35M for export) had frequently been presented at air shows since 1994. It was, however, only in February 1999 that flight tests of the Mi-24VM prototype began at the Mil Design Bureau airfield at Panki on the outskirts of Moscow. During nearly thirty years of incremental development of the Mi-24 it had grown heavier and heavier, and its flying qualities and performance worsened progressively. The modernized Mi-24VM is nearly 1,300lb (600kg) lighter than Mi-24V with an empty weight of 17,720lb [8,040kg], compared with the latter's 18,998lb [8,620kg]). It has shortened stub wings, a fixed undercarriage and the main and tail rotors have been replaced with lighter units 'borrowed' from the Mi-28N helicopter. The new main rotor increases the thrust by some 660lb (3kN). The Mi-24VM was expected to operate until 2015, but development was halted in favor of th less ambitious and less expensive Mi-24PN.
• Mi-24VN - proposed all-weather day/night capability, has proved to be rather difficult and its achievement is still some way off. The first option and probably the most obvious, consisted of transferring some of the systems used on the new Mi-28N to the Mi-24VN.
• Mi-24W - Polish designation for the Mi-24V.
• Mi-25 - The export version of the Mi-24D HIND D.
• Mi-35 - the export version name.
• Mi-35P - The export version of the Mi-24P. Mi-35P helicopter is a modification of the Mi-35 helicopter. It differs in armament composition. Instead of the built-in flexible machine-gun unit, caliber 12.7, mm a two-barrel gun unit, caliber 30 mm, is installed.
• Mi-35PN - Upgraded helicopter created on the basis of the serial Mi-35P helicopter in order to provide round-the-clock accomplishment of combat missions, to enhance firepower and improve its tactical-technical characteristics. The helicopter is fitted with a 9S475N observation-sight subsystem with a laser range meter and a missile direction finder and an up-to-date airborne radio electronic equipment complex.
• Mi-35PM - Upgraded helicopter is created on the basis of the serial Mi-35P helicopter in order to provide round-the-clock accomplishment of combat missions, to enhance firepower and improve its tactical-technical characteristics. The helicopter is fitted with a 9K113K round-the-clock guided weapons complex, which includes an OPS-24N observation-sight system, and an up-to-date airborne radio electronic equipment complex.
• Mi-35U - Unarmed training verion of the Mi-35.
• Mi-35M - Upgraded helicopter created on the basis of the serial Mi-35 helicopter in order to provide round-the-clock accomplishment of combat missions, to enhance firepower and improve its tactical-technical characteristics. Much more up-to-date Mi-35M model was adopted in the Armed Forces in 2006. The helicopter is fitted with a 9K113K round-the-clock guided weapons complex, which includes an OPS-24N observation-sight system, and an up-to-date airborne radio electronic equipment complex. In 2005 within the scope of interstate relations with Latin-American countries a contract on supplying to Venezuela a batch of helicopters consisting of eight Mi-35M and one Mi-26T was signed. This agreement was a result of negotiations on a project of purchasing Russian helicopters by Venezuela for forming a fast response helicopter battalion which will include 33 helicopters: twenty Mi-17V-5, ten Mi-35M and three Mi-26T. Rostvertol officials say the Mi-35M's new rotor system, which is taken from the prototypes of the next generation Mi-28 assault helicopter (also is built at the Rostov-based company), increases the flight altitude up to 5,000 meters. Similar to Mi-24PN, the upgraded Mi-35 has new engines and enhanced armor. Although Mil designers have initially equipped the aircraft with the Russian navigation and fire control systems, foreign avionics can also be installed upon customer request. [Previously, the Mi-35M designation was applied to an export counterpart of Mi-24M / Mi-24VM / Mi-24PM `Hind-E' - Upgraded night-capable version of Mi-24/35 designed to meet the latest air mobility requirements of the Russian Army. Modernization of Mi-24(35) type helicopters, the Mi-35M is an upgraded Mi-24 featuring the Mi-28's rotors and transmission, a twin barrel 23mm cannon and 91K114-9 Ataka advanced anti armor missiles, Sextant Avionique of France avionics and displays and Thomson-TTD Chlio FLIR ball.]
• Mi-24PN Night-Capable Upgrade : (P - gun (pushka), N - night)
  
  The Russian military has selected the upgraded Mi-24PN to be their primary combat helicopter. The PN version has a TV and a FLIR camera located in a dome on the front of the aircraft. Other modifications include using the rotor blades and wings from the Mi-28 and fixed rather than retractable landing gear. The Russians received 14 Mi-24PNs in 2004 and plan on eventually upgrading all of their Mi-24s.
  
  Upgrade of Mi-24P combatant helicopter into Mi-24PN version (P - gun (pushka), N - night) is performed at "Rostvertol" plant (Rostov-on-Don). The Mi-24PN is a continuation of the Mi-24VM program, a prototype of which carried out its first flight in 1999. THe Mi-24VM was more ambitious, but too expensive for the Russian Army. Mi-24PN is equipped with Raduga-III, a night observation sight system, integrated into a Zarevo infrared imager. The sight system includes a TV channel, a laser range finder, an azimuth finder's optical and mechanical unit, and a stabilizer. The new equipment enables a crew to acquire and identify targets at night and destroy them by firing both unguided and guided missiles. The helicopter also has an integrated radio electronics unit BREO-24 with multifunctional LCD?s, and GPS. More than 3.5 thousand Mi-24's of different versions were manufactured by defense industry of the USSR and Russia, including some 600 helicopters of Mi-24P series.
  
  In February 2004 five upgraded Mi-24PN transport-combat helicopters were handed over to the RF Ministry of Defence. A commission of the Russian Air Force General Staff flew to Rostov-on-Don on 04 February 2004 to sign for the first five Mi-24PN?s, modernized combat helicopters. According to Colonel Alexander Drobyshevski, chief communications officer of the Russian Air Force, the helicopters were modernized by ?Rostvertol?, the Rostov company commissioned by the Russian Defense Ministry to carry out the modernization of Mi-24P gunship helicopter into Mi-24PN, a night-time combat helicopter designed to conduct operations under all weather conditions.
  
  "Airmen have waited for this excellent chopper for a long time. The army aviation will significantly boost its battlefield efficiency by using this new equipment . The state test flights showed excellent performance characteristics of the machine. We're hoping to get more such helicopters in the future ," said Drobyshevski. The helicopters will enter service with the 4th Russian Air Force and Air Defense Army stationed in Northern Caucasia.
  
  After an official commissioning by the Russian MOD of upgraded Mi-24PNs, some news media cast doubt on the national upgrade programme of the Russian Air Force helicopter fleet. They use unproved and dubious statements to describe the efficiency of new equipment and systems installed in upgraded battle ships. Of no small importance in the upgrade program is efficiency and cost. In this respect, the upgraded machines have advantages over existing compatibles in that their combat efficiency increased by the factor of 1.7 with low costs involved. And as a result of an overhaul reconditioning and upgrading the helicopter gets a full TBO of 1,000 hours/7-year service.
  
  Unauthoritative is the "expert opinion" on the definition "night capability". Quote: ". a conventional combat helicopter cannot be turned to a "night-capability" aircraft by fastening the cumbersome night vision oculars to the pilot". The night vision goggle (ONV-1) are normally used by pilots at low levels. Moreover, they are comparable with western makes and those used by the French and American armies. The Mi-24PN is fitted with a navigational system and digital displays, a thermal-image sighting system designated ZAREVO that provide for a round-the-clock deployment of all weapons carried as well as a single-helicopter flying at low levels of maximum 50 metres.
  
  So, the money was spent for the benefit of both the army and defence capability in general. And once the pilots have been trained at Torzhok, the Mi-24PN will be added to the arsenal of the Fourth Air Force and Air Defence Army deployed in the Northern Caucasia, so repeatedly to the press colonel-general V. Mikhailov, the Air Force commander-in-chief.
  
  In 2004, deliveries of Mi-24PN and Mi-8MTKO upgraded helicopters continued. "Army Aviation has recently received Mi-24PN and Mi-8MTKO upgraded helicopters for operation. Further deliveries of this type helicopters for Air Force are planned for this year", - said General Vladimir Mikhailov, Air Force Commander, in his interview to "Interfax-AVN" agency. "But because of lack of funds, there is no possibility to perform mass re-equipping of Army Aviation. In such conditions, the special emphasis is laid on helicopter fleet upgrade with the purpose of its combat potential and flight safety improvement. At present, round-the-clock application helicopters Mi-8MTKO, Mi-24PN and others are being delivered to military units", - Commander said.
  
  Mi-24PN upgraded transport-combat helicopters intended for accomplishing of night missions began to come on inventory of Russian Air Force, informed "Interfax - AVN" General Lieutenant Alexander Zelin, Aviation Chief, Deputy Air Force Commander. "Several Mi-24PN helicopters came on inventory of Air Force by now. Preparation of flight staff for these machines has begun", - said A. Zelin. According to him, "4th Army of Air Force and Air Defense which is located in North Caucasus Region will be provided in the first place". Deputy Air Force Commander characterized helicopters of this type as "combat machines with expanded abilities, improved precision characteristics able to destroy targets effectively round-the-clock". "Foreign Customers have been already interested in these helicopters", - stated A. Zelin.
  
  The test batch of five Mi-24PN assault helicopters modernized by Rostvertol in Rostov-on-Don was tested in the 344th Army Aviation Pilot Training Center in Torzhok. The first military unit to receive production versions of the improved Mi-24PN in 2005 was the 487th Separate Helicopter Regiment in Budyonovsk near Chechnya.
  
  The Mi-35PM and Mi-24PN abbreviations were in use at the stage of experimental works. At that stage there were several Mi-35 modified versions with various Russian avionics, new rotor system and new VK-2500 engines. By 2005 there were only two versions: Mi-24PN that was being delivered to operational units, and Mi-35M export version. The Mi-24PN is equipped with a fixed gun mount and standard rotor system and is rated for operations at night. The Mi-35M configuration has a moving gun mount installed in the fore section, type of sight and rotor system different from those of the Mi-28N. The Mi-35M is adapted for operation under conditions of elevated humidity, high temperature and high mountains. The use of "night hunter" rotor system makes possible to improve its performance in the operations under the above conditions. Depending on the received order, the Mi-35M can be delivered to the Russian Armed Forces and the Mi-24PN for export. Such example is available: contract has already been signed and the Mi-24PN helicopters were supplied to Uganda.
  
  In mid-September 2004, Russia announced that the Mi-28N attack helicopter was ready for series production and that first metal would be cut at the Rostov-on-Don plant very soon. The first production model helicopter was to be flown in mid 2005 and, in the second half of that year, was to be delivered to the Russian Air Force. At that time, by 2008 (2010 by some estimates), 50 Mi-28N helicopters were expected to be in service. By 2008, however, it looked like only 10 of the Mi-28N would be in service by 2010. Ultimately, the Russian Air Force was reported to want 300 Mi-28Ns by 2012, at which point the current force of modernized Mi-24PN helicopters was to gradually be withdrawn from service.

In IAF

The IAF currently operates two Mi-25/35 Helicopter Squadrons (No.104 Firebirds and No.125 Gladiators) and has a requirement for at least another unit. SIPRI (Stockholm International Peace Research Institute) reports that 15 helicopters of this type were ordered from Kyrgyzstan in 1994 and were delivered by 1995. The designation is uncertain (Mi-25 or Mi-35) and are apparently second-hand/re-furbished helicopters.

The first unit to fly the Mi-25s was No.125 Helicopter Squadron, "The Gladiators", raised in November 1983. This was followed by No.104 Squadron, "Pioneer Rotarians aka Firebirds", in 1990.

Specifications

• Country of Origin:  Russia
• Builder: MIL
• Date of Introduction: 1976 (HIND D)
• Role: Assault, gunship, antitank
• Similar Aircraft: AH-1 Cobra (all models), UH-60 Black Hawk, AH-64 Apache, Mangusta A129
• Blades:
  
  • Main rotor: 5
  • Tail rotor: 3
• Rotor diameter    
  
  • Main Rotor: 17.3 meters
  • Tail Rotor: 3.9 meters
• Wing span: 6.5 meters
• Length :
  • Length : 21.6 m (rotors turning)
  • Length : 17.5 m (fuselage)
• Height: 13 ft., 11 in.
  • 6.5 meters (gear extended)
• Cargo Compartment Dimensions
  • Floor Length: 2.5 meters
  • Width: 1.5 meters
  • Height: 1.2 meters
• Max. Speed: Max. cruising speed - 297 km/h.
• Fuel:    
  
  • Internal: 1,840 liters
  • Internal Aux Tank (in cabin): 1,227 liters
  • External Fuel Tank: 500 liters ea.
  • Fuel consumption 360 l/h (ground),350 l/h (air)
• Weight: Empty - 8500 kg, Gross - 11,500 kg, Normal Takeoff - 11,500 kg
• Maximum speed: 168 mph / 335 km/h
• Cruising speed: 295 km/h
• Service Ceiling: 4,500 meters,
  
  • Hover out of ground effect: 1,500 meters
  • In ground effect : 2,200 meters
  • Vertical Climb Rate: 15 m/s
  • Max "G" Force: 1.75 g
• Standard Payload: Internal load: 8 combat troops or 4 litters, External weapons load: 1,500 kg, External load (no weapons): 2,500 kg
• Armament: The Mi-25 has a nose-mounted four barrelled 12.7mm gatling gun with 1400 rounds. Plus up to 4200 kg of ordnance (UV-57-32 57mm unguided rocket pods, ATGMs, AAMs, iron bombs) on six wing pylons. The Mi-35 has a three barrelled 23mm cannon in the chin turret with 250 rounds per gun and can carry up to a maximum of 4750 kg of ordnance.
  • 12.7-mm 4x Barrel Machinegun, YaKB-12.7:
    Range (m): (practical) 1,500
    Elevation/Traverse: 20° up to 60° down/ 120°
    Ammo Type: HEFI, APT, Duplex, DuplexT
    Rate of Fire (rpm): up to 4,500 (pilot selectable) 30-mm Twin Barrel Cannon, GSh-30K:
    Range (m): (practical) 4,000
    Elevation/Traverse: None (rigidly mounted)
    Ammo Type: HEFI, HEI, APT, APE, CC
    Rate of Fire (rpm): 300, or 2,000 to 2,600
    • 750 - 1x twin 30-mm gun, or
    • 1,470 - 12.7-mm 4 barrel turret gun
    • 2-12 - AT-2C or AT-6C Spiral ATGMs
    • 2-4 - 80-mm S-8 rocket pods (20 ea.)
    • 2-4 - 57-mm S-5 rocket pods (32 ea.)
    • 940 - GSh-23L twin 23-mm MG pods
    • 4 - 250-kg bombs FAB-250
    • 2 - 500-kg bombs
    • 500 liters External fuel tanks Most Probable Armament
    • HIND D: Turret-mounted 4-barrel 12.7-mm Gatling type machinegun, 57-mm rockets, AT-2C/ SWATTER ATGMs.
    • HIND E: Turret-mounted 4-barrel 12.7-mm Gatling type machinegun or twin barrel 23-mm turret gun, 57-mm rockets, AT-6C/ SPIRAL ATGMs.
    • HIND F: Fixed 30-mm twin gun on the right fuselage side, 57-mm rockets, AT-6C/ SPIRAL ATGMs
• Max. Range: Operational - 203 nautical miles (390 km; 234 miles). With Aux Fuel: 950 km
• Survivability
  • Main and tail rotors electrically deiced.
  • Infrared signature suppressors can be mounted on engine exhausts.
  • Radar warning receivers, IFF, Infrared jammer, rotor brake, chaff and flares.
  • Armored cockpit.
• Avionics: VHF/UHF radio. IFF transponder, RWR and air data sensors, IR suppressor aft of rotor, chaff/flare dispensers aft of cabin, Map display, INS, high resolution LLTV, FLIR. The Mi-35 differs in having improved avionics and FLIR gear. Helmet mounted sights being incorporated.
• Accomodation: Two crew. Pilot in rear cockpit and systems operator in rear cockpit. Engineer and up to eight fully equipped troops can be carried in the main cabin.
• Design Features: A conventional semi-monocoque structure of pod and boom type. Vital areas protected by with titanium armor plating. 5-blade main rotor like, with similar systems to the Mi-8. The helicopter has a retractable tricycle type landing gear with differential braking for steering.
• Indian Name: Akbar
• Type: Attack helicopter
• Self Defence: Flare/chaff aft of cabin and IR suppressors aft of engines.
• Engine: Two 2400 shp Isotov TV3-117T. Air intakes fitted with auto synchronization systems as well as FOD deflectors. APU present. Self sealing fuel cells.

MiG-27
A MiG-27 of the Indian Air Force
Role	Attack aircraft
Manufacturer	Mikoyan OKB, Hindustan Aeronautics
First flight	20 August 1970
Introduced	1975
Status	In service with foreign users
Primary users	Soviet Air Force Russian Air Force Indian Air Force
Produced	1970 to 1986
Number built	1075 including licensed production
Developed from	Mikoyan-Gurevich MiG-23

The Mikoyan MiG-27 (Russian: Микоян и Гуревич МиГ-27) (NATO reporting name "Flogger-D/J") is a ground-attack aircraft, originally built by the Mikoyan design bureau in the Soviet Union and later license-produced in India by Hindustan Aeronautics as the Bahadur ("Valiant"). It is based on the Mikoyan-Gurevich MiG-23 fighter aircraft, but optimized for the air-to-ground role. However unlike the MiG-23, the MiG-27 did not see widespread use outside Russia, as most countries opted for the MiG-23BN and Sukhoi Su-25 instead. It currently only remains in service with the Indian, Kazakh and Sri Lankan Air Forces in the ground attack role. All Russian and Ukrainian examples have now been retired.