MiG-21 Was Never a Flying Coffin

For over 60 years, the MiG-21 has dominated military aviation across more than 60 countries, earning its place as the most widely produced, affordable, and longest-serving supersonic jet in history. Yet, it has also carried the infamous label of a “flying coffin.” Few understand this dual legacy better than Air Commodore Surendra Singh Tyagi (Retd), the world’s most experienced MiG-21 pilot. With a remarkable 4,005 flying hours and 6,316 sorties under his belt, Tyagi holds the global record for the highest number of operational missions on the MiG-21 — a feat that earned him international recognition. In 2013, the Global Head of Operations of MiG-21 Russia honoured him with a special trophy, acknowledging his unparalleled expertise with the aircraft. As the Indian Air Force prepares to retire the MiG-21 in September 2025, Air Commodore Tyagi offers invaluable insights into the aircraft’s performance and shares his perspectives on the evolving future of combat aviation. Excerpts from an interview with Neeraj Mahajan.

The MiG-21 is the most widely produced and longest-serving supersonic jet in aviation history, still it is known as a “flying coffin” or “widow maker.” Is this a fair reputation?

The MiG-21 is a beautiful aircraft. It is a good machine. It always stays in control. But you have to handle it carefully. I have spent more than 4,000 hours and over 6,300 sorties on the MiG-21, and I can tell you this — the aircraft is not a flying coffin or a widow maker. The MiG-21 is a pilot’s aircraft; it demands precision, discipline, and respect. If you master it, it will never let you down. Many of the accidents happened because it was extensively used for training young pilots who were still learning to handle supersonic fighters. But operationally, the MiG-21 was fast, agile, and reliable in combat. It gave the Indian Air Force an edge for decades. I would say it is one of the finest machines of its era. So the MiG-21 was never a coffin — it was a thoroughbred fighter.

How did MiG-21’s role evolve over the years in the 1962, 1965, and 1971 wars, followed by the Kargil conflict in 1999?

The MiG-21 was designed to protect Indian airspace by engaging enemy aircraft as an interceptor. When the MiG-21 entered service in the 1960s, its primary role was to quickly climb, intercept, and neutralise enemy aircraft threatening Indian airspace — particularly bombers. For this very reason, we used to call it a dash interceptor because it could rapidly take off, climb, accelerate, and engage enemy aircraft at supersonic speed. Speed and reaction time were its biggest strengths.

The MiG-21 did not take part in the 1962 war as it had just been inducted and was not yet fully operational. By the 1965 war, it was still in the early stages of service, with only a handful of squadrons available, so its role was limited to air defence and quick interception rather than full combat operations. There was nothing more you could do till it was modified and we were equipped with gun pods. Over the decades, the MiG-21 transformed from a pure interceptor into a versatile ground-attack and multi-role aircraft, though interception remained its core strength. We started carrying bombs and rockets on the wings. By the time 1971 came, we had rockets, guns, and bombs, and a fair amount of experience on air-to-ground weaponry. The real turning point came in the 1971 war. The MiG-21 proved its mettle by showcasing its speed, agility, and manoeuvrability in dogfights in the 1971 war. 

As time passed, upgrades like the MiG-21 Bison added better avionics, radar, and weapons, allowing it to take on multi-role missions — ground attack, reconnaissance, and even precision strikes. During the Kargil conflict in 1999, the upgraded MiG-21 Bison was used extensively for bombing runs in high-altitude terrain under extremely challenging conditions.

In terms of manoeuvrability, reliability, and combat effectiveness, what are MiG-21’s strengths and weaknesses?

The MiG-21 has a very good rate of climb. This means that it can outclimb most of the other aircraft, except, of course, the MiG-29, which is a purely interceptor and one of the best in the world, at the moment. MiG-21 can be handled at a very low speed, which most other aircrafts are unable to do. It also has a very good rate of turn and good acceleration. It has a very rugged and powerful engine which can take a lot of punishment, all types of terrains — from deserts to high altitudes. It is extremely agile and can out-turn many of its contemporaries. Its small size and high thrust-to-weight ratio made it difficult to spot and very effective in dogfights. So, I think it’s a complete package. Of course, unless you buy something which is very, very advanced. But you have to remember that an upgraded MiG-21 Bison costs only Rs 45 crore while the other fighter aircraft cost anywhere between Rs 400-800 crore. So you can buy the whole squadron at the cost of one aircraft.

But at the same time it has its weaknesses. In the olden days, the Russians didn’t believe in adding too many safety features like Western countries. This is the difference – now and before. Even the Hunter had a better ejection seat than the MiG-21. The MiG-21 has limited fuel capacity and endurance which means shorter range and loiter time. Its avionics are basic compared to Western fighters, and its radar has limitations. Low-speed take-offs and landings are quite demanding, especially for young pilots. But despite these limitations, it has remained the backbone of the IAF for decades, purely because of its performance and reliability in the role it was designed for.

How does the MiG-21 compare with the other fighters in the world?

The MiG-21 has been one of the most widely produced and operated fighter aircraft in the world, with over 11,000 built and used by nearly 60 countries. It was a revolutionary — supersonic, lightweight, affordable, and highly manoeuvrable when it entered service in the early 1960s. In its time, it could hold its own against many Western fighters like the F-104 Starfighter or the Mirage III. In fact, the F-16 was designed to counter MIG-21 aircraft. Even decades later, upgraded versions like the MiG-21 Bison remained relevant with modern avionics and missiles. Of course, by today’s standards, it cannot be compared to 4th and 5th generation fighters with advanced radars, electronic warfare, and stealth. But if you look at sheer longevity, global footprint, and impact on air combat, no other aircraft in history can match the MiG-21. It was never meant to be the most sophisticated jet, but it was dependable, lethal in skilled hands, and it gave many air forces, including India’s, an affordable supersonic punch for over half a century.

The indigenously developed Tejas is seen as a replacement for MiG-21. From a pilot’s perspective, will it match or surpass the MiG-21’s operational records?

The Tejas is a completely different generation of fighter compared to the MiG-21. While the MiG-21 was a rugged, bare-bones interceptor, Tejas is a modern multirole aircraft with advanced avionics, fly-by-wire controls, better safety margins, and far greater versatility. In terms of technology, Tejas will no doubt surpass the MiG-21, but matching MiG’s operational record — six decades of frontline service and thousands of sorties — will take time. The MiG-21 has been the backbone of the IAF for half a century, something very few aircraft in the world have achieved. If developed properly, Tejas has the potential to build a similar legacy, provided it is inducted in sufficient numbers and continuously upgraded.

The MiG-21 will be retired from IAF service by the end of this year. What emotions does this milestone stir for you?  

For me, it’s like somebody is pulling my heart out of my body. You really get very attached to any aircraft that you are flying. For me, the retirement of the MiG-21 is an emotional moment. I have spent the best years of my life in its cockpit, and every sortie has been a lesson in discipline, courage, and trust in the machine. To see it finally bow out feels like saying goodbye to an old comrade who stood by me through thick and thin. At the same time, I believe this is the right step — every aircraft has a life cycle, and the Indian Air Force must move ahead with more modern platforms like the Tejas and Rafale. The MiG-21 leaves behind a proud legacy, and I feel fortunate to have been a part of that history. It was never just an aircraft to me — it was my constant companion in the skies.

I believe you have expressed a desire to fly a MiG-21 before it goes out of service?

I did. I met the Air Chief, who was very kind to grant me an audience. I met him and conveyed this wish to him. He was very kind and said, I’ll speak to the Defence Minister. If the government permits, I’ll get one last chance to sit in my beloved aircraft and get that feel again.