The retirement of the MiG-21 from the Indian Air Force on September 26, 2025, marks the end of an era for one of the most enduring symbols of India’s military aviation history. Introduced in 1963 as India’s first supersonic fighter jet, the MiG-21 designed by the Soviet Mikoyan-Gurevich bureau evolved from a cutting-edge interceptor to a workhorse that shaped the IAF’s combat doctrine. Over six decades, it transitioned through multiple variants, from the early FL models to the upgraded Bison, and participated in every major conflict involving India.
Yet, as the jets bow out, questions arise about their fate: Can civilians or collectors acquire these retired aircraft? This comprehensive exploration delves into the MiG-21’s legacy, the intricacies of military asset disposal in India, global parallels, and the practical realities of post-retirement use, drawing on historical records, policy analyses, and recent developments.
The MiG-21’s journey in India began amid geopolitical shifts in the early 1960s. Following the 1962 Sino-Indian War, India sought advanced aircraft to bolster its defences. The Soviet Union offered the MiG-21, including technology transfer for local assembly, outbidding Western competitors like the British Lightning or American F-104 Starfighter. The first batch of six disassembled jets arrived in 1963, assembled and certified by Russian pilots before Indian aviators, including future IAF Chief Dilbag Singh, took the controls.
By the 1970s, HAL had produced hundreds under license, totaling 874 across variants like the Type 77, Bis, and Bison. These jets were lightweight, agile, and capable of Mach 2 speeds, powered by the Tumansky R-25 engine, which featured an emergency thrust booster for high-performance maneuvers.
In combat, the MiG-21 proved its mettle repeatedly. During the 1965 Indo-Pak War, despite limited numbers and armament issues (many lacked guns, relying on missiles), it held its own against Pakistan’s F-86 Sabres. The 1971 Bangladesh Liberation War saw iconic moments, such as MiG-21s downing Pakistani F-104s and bombing the Governor’s House in Dhaka, hastening surrender. In 1999’s Kargil conflict, they provided air cover, and in 2019, Wing Commander Abhinandan Varthaman flew a Bison to down a Pakistani F-16 post-Balakot strikes. Veterans like Air Marshal (Retd.) Vinod K Bhatia recall the cockpit’s austerity minimal air-conditioning in India’s heat, leading to significant pilot dehydration during sorties. Squadron Leader SS Tyagi, with the highest flying hours on the jet, credits it with 80% of India’s 1971 victory due to its versatility in rocketry, gunnery, and bombing.
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However, the MiG-21’s later years were marred by safety concerns. Official figures indicate over 482 crashes between 1971 and 2012, claiming 171 pilots and others, attributed to engine failures, high landing speeds, and outdated systems. Upgrades like the Bison variant in the 1990s added modern avionics, but delays in replacements due to bureaucratic inertia and procurement issues extended its service beyond ideal. By retirement, the IAF’s squadron strength dropped to 29 against a sanctioned 42, prompting urgent acquisitions like 97 Tejas Mk-1A jets worth Rs 62,000 crore.
The disposal of these retired jets follows stringent Indian government policies under the Ministry of Defence, emphasizing national security over commercialization. Unlike some nations where ex-military aircraft enter private hands, India prohibits sales to civilians to avoid sensitive technology proliferation. The process begins with demilitarization: Radars, sensors, engines, and electronics are stripped for reuse on active fleets or secure storage. Remaining airframes face several paths. Many are donated as static displays to museums, such as the IAF Museum in Delhi, or educational institutions to inspire future generations. For instance, a TU-142M was converted into a museum in Visakhapatnam in 2017. Others serve as “gate guardians” at airbases or training aids.
In cases where preservation isn’t viable, airframes are auctioned as scrap for metal recycling, akin to the INS Vikrant warship sold for Rs 60 crore in 2014. Some may become expendable targets for live-fire exercises. No official auctions for functional jets exist, and fraudulent listings like a MiG-23 display piece on OLX in 2020 underscore the rarity and illegality of private sales. Diplomatic gifts, such as Russia’s request for three MiG-21s in 2018 for museums, represent rare exceptions.
Also Read: What’s Next for MiG-21 Fighter Pilots? These Are the Jets They’ll Fly Now
Globally, the MiG-21’s disposal varies. Over 11,500 were built worldwide, serving 60+ air forces. In the US, retired jets like KC-10 tankers are auctioned to private refueling firms. Eastern European MiG-21s have appeared on sites like eBay or Controller.com, demilitarized for collectors, with prices as low as half a Cessna 172’s cost. Legalities involve export controls, FAA certifications for flying, and bans on armaments. In contrast, India’s approach aligns with conservative policies, prioritizing melting down parts for reuse rather than market entry.
| MiG-21 Variants in IAF Service | Induction Year | Key Features | Retirement Timeline |
|---|---|---|---|
| MiG-21FL (Type 77) | 1963 | Basic interceptor; cannon/missile armament | Phased out by 2013 |
| MiG-21M/MF (Type 96) | 1970s | Improved radar; better avionics | Retired in phases through 2020s |
| MiG-21Bis (Type 75) | 1980s | Upgraded engine; enhanced weaponry | Last retired 2025 |
| MiG-21 Bison | 1990s (upgrade) | Modernized with multi-mode radar, beyond-visual-range missiles | Final squadrons decommissioned Sept 26, 2025 |
As India shifts to indigenous platforms like the Tejas, the MiG-21’s legacy endures not in private hangars, but in national memory and exhibits. This cautious disposal reflects broader debates on balancing heritage preservation with security imperatives, ensuring these “sentinels of the skies” inspire without compromising defence integrity.
