IAF Chief defends the Mig 21

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In the last 10 years, the MiG-21 fleet undertook 553, 000 sorties, which had resulted in 98 accidents. But technical defects had contributed to only two fatalities in the last five years.

The Indian Air Force (IAF) may not like the tag flying coffin, but the family of Dipankar Singh Jamwal, who died in a tragic MiG-21 accident near Bikaner on June 4 could not care less. Like the bereaved Jamwal family, many who had lost their near and dear ones in MiG-21 accidents dont think positive about the ageing aircraft and blame the IAF for inadequate training that resulted into a series of tragic accidents.

An increasing number of civilians being killed due to MiG accidents in the recent past adds to the negative perception. While only four civilians died due to MiG accidents between 2000 and 2002, the number surged to 23 in 2002-03. But, lets move on to the other side to hear the IAF that stands firmly by the ageing war-horse. MiG-21 is the mainstay of the air force. An IAF study shows that in 99.993 per cent cases that MiG-21 pilots didnt lose their lives and 99.983 per cent times, they landed safely, said Air Chief Air Chief Marshal S Krishnaswamy.

A veteran of many battles, MiG-21 fighter was particularly impressive in the Vietnam war. The aircraft proved to be successful enough to be manufactured for a long time through licensed production in China and India, though IAF does not have much information on the accident rates in China.

So far, this year has witnessed seven IAF fighter accidents including three MiG-21s, the last one being at Jammu and Kashmir in the second week of July. The three accidents within a relatively short time period have attracted sharp criticism from various quarters. However, a detailed analysis over a longer time span tells a different story.

In the last 10 years, the MiG-21 fleet undertook 553, 000 sorties, which had resulted in 98 accidents with 43 fatalities. Technical defects had contributed to only two fatalities in the last five years during which the fleet had flown average 54,100 sorties every year. How can you describe MiG-21 as flying coffin!? argues the Air Chief.

Between July 1998 and 2003, IAF had lost 43 MiG-21s, out of which 25 were due to human error and 18 due to technical defects. Out of the 25 planes lost due to human error, 14 met with accidents during training exercises, 4 was due to environmental factors like bird hits and seven aircraft was lost due to problems during take-off or landing.

In fact, a huge difference in take-off or landing speed between MiG-21 and trainers poses a major challenge to the IAF. The average take off velocity for trainers like HPT-32 and Kiran is 140 km per hour and 200 km per hour respectively, while MiG-21 average take off speed is 340 km per hour. The difference in take off and landing speed makes a lot of difference and, to make the matter worse, MiG-21 does not have any autopilot,? said an IAF official.

The Advanced Jet Trainer (AJT) having a take off velocity of 245 km per hour could have solved the problem to some extent, but in the last two decades India had failed to clinch the deal. Politicians, bureaucrats and IAF blame each other and Mr Krishnaswamy sounded almost hopeless. I have done what I am expected to do on this issue and if you believe that Air Chief after Air Chief had failed, I accept that, he said when asked about the AJT procurement delay. Intriguingly, though the Air Chief hinted at a relationship between absence of AJT and aircraft crashes, a statement given to the Lok Sabha in the budget session ruled out any such relationship.

AGEING FLEET: Ageing too is a key problem. Out of nine MiG variants, IAF uses Type-66 (procured between 1966-73 with a life of 1600 hrs each), Type-96 (procured between 1970-81 with a life of 1500 hrs) and Type-75 (procured between 1977-87 having a life of 1200 hrs) for operational purposes. Moreover, there is also Type-69, being mainly used for training, one of which met with an accident recently. Despite reports that the IAF has grounded the entire 69-fleet, officials denied any such plans.

On the military side, B-52 came in the 1950s and Canberra is in operation since 1957, whereas Boeing-707 is in service since 1957, Boeing-747 is flying since 1969 and the upgraded Boeing-747 (200) came early in the 1970s. The accident rate in Boeing is also fairly high as it loses 10 aircraft, on an average, every year, IAF said claiming that it would be unfair to single out MiG-21 alone for accidents.

Engineers are corroborating the IAF arguments. Fighter aircraft follow a completely different aerodynamics than what is being followed by the stable civilian planes. The difference in aerodynamics enable the fighter to maneuver a task not in the reach of civilian planes, explained an aeronautical engineer working on the LCA project. The sheer number can also be blamed for an increased public awareness on MiG-21 accidents. Though the exact number of MiG-21s is a closely guarded secret, a guess-estimate can be made from the number of bases.

With no sight of AJT and Hindustan Aeronautics Ltds intermediate jet trainer (IJT) miles away, IAF is introducing new training regimen with improved technology simulators and a series of new training modules to enhance the ability of trainees to exercise sound judgement, improve emergency handling capabilities and situational awareness. At the same time, the fighters are also being modernised through BIS programme.

All measures are being taken to lower the accidents. No doubt there are accidents in which IAF is on the loosing side as we lost good pilots. But we are still of the opinion that the safety of MiG-21 is equivalent to any other aircraft and I am ready to fly the last MiG-21 aircraft at the end of its life, stressed an emotional Air Chief.