D
DiabloLoco
Guest
MIG29 on German Service
Pacha I will like to point out that youwrong about the Luftwaffe's MIG-29
Pasha wrote:
In April 1991, LtGen. J?rg Kuebart, became the Chief of Staff of the new post-Cold War consolidated German Air Force (Luftwaffe) after serving two years as the Deputy Commander and Chief AAFCE. His initial description of the MiG-29 was that it was "...a good fighter airplane, and it is relatively easy to maintain. But it carries one very big disadvantage - depending upon the Soviets for industrial support. At present our flying rate is going down, because we lack spare parts. We have been involved in extensive talks with the Soviets, but as of today I haven't received any spare parts (Armed Forces Journal International, Dec91, pg 49)."
"We intend to make only minimum modifications necessary to be able to fly the aircraft safely in Western air space....... TACAN, IFF, and a second emergency horizon. In addition, the instruments and panels must be inscribed in English."
Chief Mikoyan Designer Rotislav Belyakov, and his deputy, Mikhail Waldenberg, always tried to out do each other on the marketing circuit with the "tactical" exploits of the MiG-29. We have to examine this because MAPO has deliberately mislead potential customers with "data" they say was officially generated by their MiG-29's serving with the German "Luftwaffe" in NATO. Data that is sometimes not there or taken far out of context.
After the 1994 Farnborough Air Show there was one such description of how the MiG-29 was performing in the new Germany. Belyakov and Waldenberg gave Luftwaffe MiG-29's credit for winning "BVR duels" against USAF F-15's and F-16's despite their use of ECM. They praised the MiG-29's well maintained radar, powerful transmitter, and "long range target detection capability" with a very small radar cross section, high ECCM hardening, and more capable BVR missiles. They did admit, however, that the MiG-29 reaches a 9G capability only after the fuel volume is internal. It was also assumed, by them in their calculations, that the Sparrow missile did not get a radar semi-active midcourse update against a maneuvering target, which is wrong. In reality, the German Air Force MiG-29 experience against other NATO aircraft has been only allowed in deliberately controlled training situations, more to educate pilots then to assess superiority. The Luftwaffe feels caught between intense political pressure by the Russians to validate the MiG-29 in a NATO environment, as well as the natural desire by the NATO pilots to "fight" the Fulcrum flown by better trained pilots.
Initially the newly assimilated East German MiG-29 Wing (JG.3 changed later to JG.73), at Preschen still manned by its original cadre, proved unsatisfactory according to NATO standards, in both airmanship and tactical know-how. Only after existing Luftwaffe F-4, Tornado, and F-15 exchange pilots re-built the squadron, did a more realistic use of the MiG-29 occur.
To say that the communist trained East Germans were innovatively hampered by their own dielectric approach to training and operationally shackled by Russian authority as to "when" and "how much" to fly, would be a gross understatement. NATO pilots were quite amazed and confused over the fact that most of these East German "elite" pilots appeared not "care" about flying and had little interest in doing anything innovative with their training once they did get a chance to fly.
At the NATO F-16 Fighter Weapons Instructor's (FWIT-89) symposium, with a select gathering of Instructor Pilots (IP's), not just from NATO, but all over the world, the first face-to-face discussions were made with the Commander and tactical flight leaders of the Preschen Wing. The results were heart-breaking for those US & European trained pilots who sacrificed so much to stay on the razor's edge, although it was a relief to realize that clearly the Western approach to training was far superior. The average NATO pilot in that room had a far greater comprehension of the MiG-29's capabilities than did any of the MiG pilot's themselves. Almost all of the visitors spoke German and more than half Russian. There were no communication gaps, it was a straight forward pilot-to-pilot talk. The results were simple, the MiG pilot's perceived their flying tasks as a second or third priority to their personal agendas, which were first and foremost.
This must have impressed the Luftwaffe enough to be concerned about their security reliability. Soon after that, the decision was made to release almost all of the ex-East German pilots from the service and the units were re-organized or disbanded. But once the political decision was made to keep the MiG-29's in the German Air Force, the pressure from the Russian military and aerospace industry became intense as they tried to find any data that would support their claims of parallel or better suitability of the MiG-29 to NATO aircraft. In fact, what they are trying to do, was to take western experience with the MiG-29 and leverage it in the export marketplace. Fortunately, but not surprisingly, it has not been believed.
Although Luftwaffe MiG-29's were dispersed to hardened shelters, maintenance was performed in several large hangers found at the Preschen main base and this concept continues at Laage Air base where they are presently garrisoned. Peacetime conditions allow them to continue operations from a central ramp area with associated hangars. Ground support, test, and repair equipment are generally concentrated in these hangars.
A 12-year service period was planned for the Luftwaffe MiG-29 aircraft. Their analysis of the aircraft concluded that it is very dependable, but the dependability was achieved at the expense of requiring short overhaul intervals. The frequent overhaul costs were high because they included failures and repairs, manpower, limited spares, and operating money. Therefore, the logistics support effort of the MiG-29's become significant for just 24 aircraft.
Under the German concept of maintenance, inspections and overhaul repairs for engines and airframes were accomplished at the squadron level in these central hangers. The 24 x MiG-29 aircraft, which for NATO was just a slightly larger squadron sized unit, become the on site Wing and the Base level organization. In effect, the unique basing arrangement offered a depot level environment for these 24 x MiG-29's. This is a practical approach which keeps all resources under German physical control. However, the technical data provided was all in Russian and required Russian speaking personnel.
The Luftwaffe inherited 30 x RD-33 engines which were all due for major overhaul. The initial aircraft servicing contract was let to the Dresden based Elbe-Flugzeugwerke Ltd. by the German MoD. 13 x additional RD-33 engines were also procured and short term recoup programs were devised. By making modifications to the turbine section to reduce operating temperatures in peacetime (equates to reduced thrust for the pilots) the Luftwaffe hoped to extend the life of the engines, reduce their support costs, as well as increase the overhaul interval from their original 350 hour prediction to 700-750 hours, depending on engine age. This innovation did not address combat demands upon the engine. Consequently, one may infer that a combat engine setting will be incorporated in the engine modification kit to facilitate higher performance under wartime conditions. For peacetime training, this lower thrust setting was be used, but it still gave the Fulcrum respectable performance.
Airframe special inspections are usually required at 800 hours. Innovations are being made by the Luftwaffe to extend the inspection interval by 300 hours and to reduce the intensity of the inspection. The Luftwaffe had to overhaul all aircraft within 4 years even with the extended interval and revised inspection work package. The result of these overhauls has been an extension of the service life to the year 2003.
Airframe avionics updates were necessary to meet German national and international air traffic standards (ICAO). They were scheduled and completed by the end of 1994, thus allowing the Luftwaffe to fly their MiG-29's inside and outside of German airspace without escort. Upgrades included converting MiG-29 communications (radios), navigation aids, and re-instrumenting the cockpit to an English standard used by the West. The MiG-29 weapon system was somewhat simplified in that the laser ranger was de-activated, because it posed an airborne safety hazard to other pilots and ground personnel.
Maintenance support personnel were screened and identified from the former DDR Air Force (NVA) members. Enough quality maintenance personnel were found to create an initial support cadre for the MiG-29 unit but follow-on personnel would have to be trained on-the-job.
Translation of technical information into the German language was a difficult problem. The Russians delivered their technical and flight publications in Russian, not the familiar English as done with normal export customers. Of the 70 manuals and documents which were only available in Russian, the translation took two years to complete.
The Luftwaffe also found in 1992 that 300 pieces of ground support equipment, test sets, and special tools were not kept in serviceable condition by the former owners and required repair. This expensive and important equipment had to be repaired in order to support the MiG-29. Little maintenance on the equipment was accomplished since 1988. In five years almost all of their support equipment had degraded to the point of becoming unusable.
But, with all the above said, don't make the mistake of thinking that the Luftwaffe's MiG-29 wing is not capable of performing its mission. It works harder, but the pilots and men have integrated the Fulcrum successfully into a NATO role. The NATO Tactical Air Meet 1995 (TAM-95) demonstrated their proficiency and competence.
Final note about:
Ecuador - there is a big different between Ecuador and DR. They have oil! DR has "NADA". The Ecuadorian military is one of the best trained military forces in South America, very superior than Peru (1995 they demostrated that their israeli trained forces contained those well armed peruvians)....Ecuador is like Israel...have a well trained armed forces and they know how to take enemies twice as large. They are trained to fight the Peruvian army that it is three times bigger.
Pacha I will like to point out that youwrong about the Luftwaffe's MIG-29 Pasha wrote:
In April 1991, LtGen. J?rg Kuebart, became the Chief of Staff of the new post-Cold War consolidated German Air Force (Luftwaffe) after serving two years as the Deputy Commander and Chief AAFCE. His initial description of the MiG-29 was that it was "...a good fighter airplane, and it is relatively easy to maintain. But it carries one very big disadvantage - depending upon the Soviets for industrial support. At present our flying rate is going down, because we lack spare parts. We have been involved in extensive talks with the Soviets, but as of today I haven't received any spare parts (Armed Forces Journal International, Dec91, pg 49)."
"We intend to make only minimum modifications necessary to be able to fly the aircraft safely in Western air space....... TACAN, IFF, and a second emergency horizon. In addition, the instruments and panels must be inscribed in English."
Chief Mikoyan Designer Rotislav Belyakov, and his deputy, Mikhail Waldenberg, always tried to out do each other on the marketing circuit with the "tactical" exploits of the MiG-29. We have to examine this because MAPO has deliberately mislead potential customers with "data" they say was officially generated by their MiG-29's serving with the German "Luftwaffe" in NATO. Data that is sometimes not there or taken far out of context.
After the 1994 Farnborough Air Show there was one such description of how the MiG-29 was performing in the new Germany. Belyakov and Waldenberg gave Luftwaffe MiG-29's credit for winning "BVR duels" against USAF F-15's and F-16's despite their use of ECM. They praised the MiG-29's well maintained radar, powerful transmitter, and "long range target detection capability" with a very small radar cross section, high ECCM hardening, and more capable BVR missiles. They did admit, however, that the MiG-29 reaches a 9G capability only after the fuel volume is internal. It was also assumed, by them in their calculations, that the Sparrow missile did not get a radar semi-active midcourse update against a maneuvering target, which is wrong. In reality, the German Air Force MiG-29 experience against other NATO aircraft has been only allowed in deliberately controlled training situations, more to educate pilots then to assess superiority. The Luftwaffe feels caught between intense political pressure by the Russians to validate the MiG-29 in a NATO environment, as well as the natural desire by the NATO pilots to "fight" the Fulcrum flown by better trained pilots.
Initially the newly assimilated East German MiG-29 Wing (JG.3 changed later to JG.73), at Preschen still manned by its original cadre, proved unsatisfactory according to NATO standards, in both airmanship and tactical know-how. Only after existing Luftwaffe F-4, Tornado, and F-15 exchange pilots re-built the squadron, did a more realistic use of the MiG-29 occur.
To say that the communist trained East Germans were innovatively hampered by their own dielectric approach to training and operationally shackled by Russian authority as to "when" and "how much" to fly, would be a gross understatement. NATO pilots were quite amazed and confused over the fact that most of these East German "elite" pilots appeared not "care" about flying and had little interest in doing anything innovative with their training once they did get a chance to fly.
At the NATO F-16 Fighter Weapons Instructor's (FWIT-89) symposium, with a select gathering of Instructor Pilots (IP's), not just from NATO, but all over the world, the first face-to-face discussions were made with the Commander and tactical flight leaders of the Preschen Wing. The results were heart-breaking for those US & European trained pilots who sacrificed so much to stay on the razor's edge, although it was a relief to realize that clearly the Western approach to training was far superior. The average NATO pilot in that room had a far greater comprehension of the MiG-29's capabilities than did any of the MiG pilot's themselves. Almost all of the visitors spoke German and more than half Russian. There were no communication gaps, it was a straight forward pilot-to-pilot talk. The results were simple, the MiG pilot's perceived their flying tasks as a second or third priority to their personal agendas, which were first and foremost.
This must have impressed the Luftwaffe enough to be concerned about their security reliability. Soon after that, the decision was made to release almost all of the ex-East German pilots from the service and the units were re-organized or disbanded. But once the political decision was made to keep the MiG-29's in the German Air Force, the pressure from the Russian military and aerospace industry became intense as they tried to find any data that would support their claims of parallel or better suitability of the MiG-29 to NATO aircraft. In fact, what they are trying to do, was to take western experience with the MiG-29 and leverage it in the export marketplace. Fortunately, but not surprisingly, it has not been believed.
Although Luftwaffe MiG-29's were dispersed to hardened shelters, maintenance was performed in several large hangers found at the Preschen main base and this concept continues at Laage Air base where they are presently garrisoned. Peacetime conditions allow them to continue operations from a central ramp area with associated hangars. Ground support, test, and repair equipment are generally concentrated in these hangars.
A 12-year service period was planned for the Luftwaffe MiG-29 aircraft. Their analysis of the aircraft concluded that it is very dependable, but the dependability was achieved at the expense of requiring short overhaul intervals. The frequent overhaul costs were high because they included failures and repairs, manpower, limited spares, and operating money. Therefore, the logistics support effort of the MiG-29's become significant for just 24 aircraft.
Under the German concept of maintenance, inspections and overhaul repairs for engines and airframes were accomplished at the squadron level in these central hangers. The 24 x MiG-29 aircraft, which for NATO was just a slightly larger squadron sized unit, become the on site Wing and the Base level organization. In effect, the unique basing arrangement offered a depot level environment for these 24 x MiG-29's. This is a practical approach which keeps all resources under German physical control. However, the technical data provided was all in Russian and required Russian speaking personnel.
The Luftwaffe inherited 30 x RD-33 engines which were all due for major overhaul. The initial aircraft servicing contract was let to the Dresden based Elbe-Flugzeugwerke Ltd. by the German MoD. 13 x additional RD-33 engines were also procured and short term recoup programs were devised. By making modifications to the turbine section to reduce operating temperatures in peacetime (equates to reduced thrust for the pilots) the Luftwaffe hoped to extend the life of the engines, reduce their support costs, as well as increase the overhaul interval from their original 350 hour prediction to 700-750 hours, depending on engine age. This innovation did not address combat demands upon the engine. Consequently, one may infer that a combat engine setting will be incorporated in the engine modification kit to facilitate higher performance under wartime conditions. For peacetime training, this lower thrust setting was be used, but it still gave the Fulcrum respectable performance.
Airframe special inspections are usually required at 800 hours. Innovations are being made by the Luftwaffe to extend the inspection interval by 300 hours and to reduce the intensity of the inspection. The Luftwaffe had to overhaul all aircraft within 4 years even with the extended interval and revised inspection work package. The result of these overhauls has been an extension of the service life to the year 2003.
Airframe avionics updates were necessary to meet German national and international air traffic standards (ICAO). They were scheduled and completed by the end of 1994, thus allowing the Luftwaffe to fly their MiG-29's inside and outside of German airspace without escort. Upgrades included converting MiG-29 communications (radios), navigation aids, and re-instrumenting the cockpit to an English standard used by the West. The MiG-29 weapon system was somewhat simplified in that the laser ranger was de-activated, because it posed an airborne safety hazard to other pilots and ground personnel.
Maintenance support personnel were screened and identified from the former DDR Air Force (NVA) members. Enough quality maintenance personnel were found to create an initial support cadre for the MiG-29 unit but follow-on personnel would have to be trained on-the-job.
Translation of technical information into the German language was a difficult problem. The Russians delivered their technical and flight publications in Russian, not the familiar English as done with normal export customers. Of the 70 manuals and documents which were only available in Russian, the translation took two years to complete.
The Luftwaffe also found in 1992 that 300 pieces of ground support equipment, test sets, and special tools were not kept in serviceable condition by the former owners and required repair. This expensive and important equipment had to be repaired in order to support the MiG-29. Little maintenance on the equipment was accomplished since 1988. In five years almost all of their support equipment had degraded to the point of becoming unusable.
But, with all the above said, don't make the mistake of thinking that the Luftwaffe's MiG-29 wing is not capable of performing its mission. It works harder, but the pilots and men have integrated the Fulcrum successfully into a NATO role. The NATO Tactical Air Meet 1995 (TAM-95) demonstrated their proficiency and competence.
Final note about:
Ecuador - there is a big different between Ecuador and DR. They have oil! DR has "NADA". The Ecuadorian military is one of the best trained military forces in South America, very superior than Peru (1995 they demostrated that their israeli trained forces contained those well armed peruvians)....Ecuador is like Israel...have a well trained armed forces and they know how to take enemies twice as large. They are trained to fight the Peruvian army that it is three times bigger.
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