Tiptoeing around the Fulcrum

  • Published
  • By 1st Lt. Morgan Lohse
  • 492nd Fighter Squadron
ROYAL AIR FORCE LAKENHEATH, England --  In July 2006, the 492nd Fighter Squadron deployed 10 F-15E Strike Eagles to Graf Ignatievo Air Base, Bulgaria as part of Operation Immediate Response. It was the first major exercise the 492nd had participated in since returning from our Air and Space Expeditionary Force rotation in January 2006. The Bulgarian Air Force was recently integrated into NATO, and the exercise enabled us to engage the Bulgarians and introduce western training standards.

I was one of seven new lieutenants who had the opportunity to participate in the exercise. We flew straight to Bulgaria without refueling and upon arrival the first thing my pilot and I noticed was the parking ramps full of MiG-21 Fishbeds. The MiG-21s were older; were simply in storage and being used for spare parts for the few still in operational condition. Despite all this, the MiG-21s are still used for quick reaction alerts if an unidentified aircraft needs to be intercepted.

However, the plane all of us were waiting to see was the MiG-29 Fulcrum. The Fulcrum is the Bulgarian's frontline fighter, and is the aircraft western air forces have trained to fight against since the famous Mikoyan Geruvich USSR design division released the plane in the mid- 1980s.

After we passed through customs and dropped off our gear, everyone went to get a closer look at the Bulgarian jets. For most, it was the first time they had seen a Russian fighter. The Fulcrum is smaller than the F- 15E and built rugged. The rivets aren't quite flush, and the motors smoke a little more, but it has strengths like the quick time from startup to takeoff and a sturdy construction.

The Bulgarians were gracious enough to let a handful of aircrew fly in their MiG-21s and MiG-29s. All aircrew were given cockpit familiarization and egress training. The ejection seat trainer on the MiG-29 includes arm guards which deploy to protect your arms from flailing and stabilization devices which would prevent the seat from spinning post-ejection.

During the familiarization training with the Fulcrum, I waited for a chance to sit in the front seat, since I thought I was unlikely to get an incentive flight. The cockpit of the MiG-29 is predominantly composed of round gauges and a variety of switches. It is not as ergonomic as the F-15, and I discovered the visibility in the Fulcrum is not as good as in the F- 15E, especially when looking backward.

After a great first week of flying, which included mountainous low levels and inert heavyweight weapons drops, I was surprised to hear I was on the list for an incentive flight. I decided I'd believe it when I saw it. On the last day of incentive flights, I flew in a MiG-29.

I followed closely as the pilot, Victor Hristov, conducted his preflight inspection. The MiG-29 I flew in was a two-seat trainer version. The trainer has an unusual periscope in the backseat for use only on the ground, so the instructor in the back can see where the student in front is taxiing. It has a set of flight controls in the back but it does not have a radar. The pilot was typical of Bulgarian MiG pilots; he had fourteen years in the aircraft and 700 hours. By comparison, I've been flying the F-15E for more than a year and a half and have more than 250 hours. Training sorties on the Fulcrum are short, and the Bulgarians are often dependent on the Russians for spare parts, which can sometimes hinder flight operations.

The aircraft started with no problems. We left the canopy up as we conducted pre-taxi checks due to the summer heat. The air conditioning in the Fulcrum is limited at best, and the helmets, masks and other life support equipment are not nearly as comfortable or ergonomic as US Air Force gear. Soon, we were cleared for takeoff and quickly in our working airspace.

In the USAF, we are required to perform a "G-exercise," which warms your body up for a high-G turning environment. When directed by the 492nd FS flight lead to perform our G-exercise, my pilot stated it was not necessary; the Fulcrum doesn't have the fuel to "waste" on a warm-up maneuver. While this was almost comical to me and other F-15 aircrew, it would be improper to say so and blow off the maneuver.

Our engagements were basic fighter maneuvers, or what most people think of as dogfighting. The Fulcrum was very smooth and we had a great flight. The engagements were quick and highlighted the maneuvering abilities of the MiG-29. The MiG-29 turns very well, but that doesn't always determine the outcome of the fight. During one of the engagements, my pilot lost sight of the opposing aircraft, and I directed him back to the "tally." Sometimes aircraft performance will not determine who wins or loses, but the ability of the pilot to keep visual with his opponent.

Spare gas is one thing the MiG-29 does not have, and we were quickly on our way home after two engagements. We came up initial and pitched out--a 33 minute sortie, compared to a typical F-15E sortie of an hour and a half or more. On rollout, the MiG-29 deploys a drag parachute, which slows the jet down quickly, and after every flight the parachute must be repacked. We taxied back to our parking spot and shut down uneventfully.

Overall, I learned much more about the systems of the MiG-29 and the way the former USSR flight training works. The 492nd also gave incentive flights in the F-15E to the Bulgarians, something they greatly appreciated. Through the exercise we were able to engage the Bulgarians and pass along some of the ways we do business in the USAF and NATO. The consensus was it was a great time and we'd love to go back.