Hushkit Interview

1. Which aircraft have you flown and with which units?

Apart from training aircraft like the Tigermoth, HT-2, Harvard/Texan T-6G
and Vampire, I first flew the Hawker Hunter with an operational training
unit and then in an operational squadron, popularly known as the Black
Panthers. While in this squadron from 1968-72, as a young Flying Officer, I
participated in the 1971 Indo-Pak war in the East leading to the liberation of
Bangladesh. I was also fortunate to shoot down a Pakistani F-86 Sabre on
the very first mission over Dhaka on December 4, 1971 and did over 20
missions in this war. Finally, I left the unit in December 1972 with about
400 hours on the Hunter, an aircraft that was a beauty to fly in its days and
which I came to love but never got to fly again. I mention the Hunter in such
detail since I would, later, be comparing the handling qualities of the MiG-
29 to the Hunter and called the MiG-29 a Super Hunter after my very first
flight on the 29. After this, I went on to fly the Su-7, HJT-16 and MiG-21s
of all types before I converted to the MiG-29 in 1986. Later, I also converted
on the MiG-23. I also flew the Jaguar, MiG-25 and Mirage-2000 for
familiarization. I also got to fly the Su-30 fairly regularly after its induction
in 1997 as the base commander. I also flew a number of transport aircraft
and helicopters as second pilot. In the US after retirement from 2006, I flew
a number of light aircraft with friends, including an amphib, as also the
Beechcraft T-6C trainer a number of times.

2. When did India procure the MiG-29s and where were you trained?

India signed the contract in 1986 and starting October 1986, the initial lot,
including me, converted on the aircraft in the Soviet Union. We flew from a
base called Lugovaya. After conversion and return to India, we trained
others and ourselves on the aircraft.

3. What were your first impressions of the MiG-29?

It’s an amazing fighter. First looks give a very rugged, tough and menacing
look like a hooded Cobra ready to pounce. The first time I flew it, I felt I
was in a Hunter all over again. In dry power, it had very similar performance
in almost every aspect including ease of handling and light controls. With
afterburner, it became a super Hunter with much better performance.
Thereafter, I published an article entitled, “The MiG-29 is a Super Hunter” in VAYU magazine describing my impressions in greater detail. You could
attach the copy of the article with these answers, if you wish.

4. Which three words best describe it?

Awesome, incredible, deadly.

5. What is the best thing about it?

It’s thrust to weight ratio which was about 1.1:1 at take-off and came close
to 1.3:1 at combat weight.

6. And the worst thing?

Not enough gas. The upgraded versions now have more internal fuel as well
as AAR.

7. How do you rate the MiG-29 in the following categories?

A. Instantaneous turn : Beats all 4 th generation fighter that I have read about
or flown. Goes into a turn with 9g, or over if you wish to exceed the limits,
in a jiffy with very small and smooth movements of the controls as if you
had just willed it to turn, almost like a sports car.
B. Sustained turn : At the corner speed, you could sustain 9g forever at
ISA+10 (Indian atmospheric conditions) till you run out of gas or break your
own back/neck trying to hold such g. As a matter of fact, you had to
smoothly manage and coordinate the power with onset of g in the initiation
of the turn, everything happening pretty rapidly. If you put on full burners
too fast compared to onset of g, the aircraft would accelerate and you have to
either haul more than 9g or reduce burners.
C. High alpha : Carefree handling without worry of departures despite
hydraulic controls with a stability augmentation system but no FBW. I used
to demonstrate the tail slide on the aircraft regularly at shows within India
those days. A mild judder told you when you were close to max alpha. A
stick-pusher activated when you reached the stall but you could override it
with a little effort. Post-stall, you could just sit back with stick fully back
and the aircraft would behave like a falling leaf with slight rocking from side to side. Recovery was instantaneous with even slight relaxation on the
control column and unloading.
D. Acceleration : Amazing due to the thrust to weight ratio and high SEP. In
clean configuration, you can do a loop straight after take-off while
accelerating for a max rate after finishing the loop. After a demo of slow
speed handling at about 200 Km/h IAS, you could engage burners, put the
landing gear lever in the “up” position in one motion with your left hand and
start the loop without having to unload to build-up speed.
E. Climb rate : Again amazing due to the same reasons. With full burner, if I
remember correctly, it was about 330m/second soon after take-off.

7A. What was your most memorable mission? (please give a long answer for
this) 

I suppose my most memorable mission on the MiG-29 was the 5 minute
flight I did against the Mirage-2000 at the end of comparative performance
evaluation trials against the Mirages on April 15, 1988. The Mirage
Squadron Commander was unhappy with the results and insisted on a
personal shoot-out before his departure on a personal wager of a case of
Black label. We agreed to a profile of loop after wheels roll, a 360 degree
turn finishing with a loop to evaluate which aircraft could do this profile
faster. I beat him with a significant margin and got 6 bottles, which were
consumed by the entire fleet that very night. I still vividly remember this fun
mission since the remaining 6 bottles are still awaited, hopefully with
interest. The sort of fly-off is described in more details in an Article entitled
“Rivals From the Same Team” published in VAYU magazine soon after. I
sent you a copy of the article earlier and you could attach it with these
answers, if you wish.

8. Which aircraft have you flown DACT against and which was the most
challenging?

In the MiG-29, we were doing DACT with almost all aircraft/squadrons of
the IAF in turn for honing the skills of both sides in group combat and
developing the right tactical maneuvers. Later, as base commander of Poona
and induction of the Su-30Ks, I did a number of DACT missions with the
Su-30s. I found those the most challenging since the performance of both
aircraft was similar.

8A. And why was this?

The Su-30 had more gas and could last much longer in combat with similar
performance. Therefore, the challenge always was to find ways to get a
couple of quick shots and disengage before you started worrying about gas.

9. How good were the sensors?

Excellent. The combination of the powerful Pulse-Doppler radar, IRST and
helmet mounted sight with the weapons slewed to the sensors was wonderful
and unique since it did not exist on any other comparable aircraft those days.

10. How easy is to fly? What is the hardest thing about flying it?

Absolutely easy with carefree handling characteristics. Like I said earlier, I
felt I was flying a Super Hunter in the very first sortie on the 29 and felt
absolutely at home even though I only had under 400 hours on the Hunter,
flown 15 years earlier. The hardest thing was to teach my juniors how not to
exceed the g limits in their excitement of engaging in combat since the
aircraft had no g limiter and had to be initially flown to its limits by feel,
cross-checked with the instruments as and when one could steal a glance
inside. The idea was to touch 9g and stay there without having to look
inside.

11. Is TVC useful in air combat? If so, how should it be used?

I have not flown the 29 or the early Su-30s with the TVC. They didn’t have
it. Theoretically, while TVC could be useful at low speeds in close combat, I
wonder if the extra weight penalty of carrying the TVC around in modern
combat is worth it. Also, unlike a one-on-one, in group combat, I also do not
recommend dropping speeds much below tactical speeds unless being traded
for height.

12. How would you rate the cockpit?

Very Comfortable. Roomier than all the previous Russian aircraft I had
flown. Very effective cockpit air-conditioning too, unlike all the previous
Russian aircraft I had flown. While we didn’t have a glass cockpit, which
has now come with the upgraded MiG-29s of the IAF after I retired, personally I was very comfortable with the dials because I kept my eyes out
most of the time with only an occasional glance inside. The HUD quality
could have been better. I believe we have a much better HUD now along
with a helmet-mounted display. The voice information system, better known
as Natasha, was also very helpful.

13. Have you fired live weapons- if so, what was it like?

I fired all possible weapons on the Hunter, Su-7 and the MiG-21s. Firing
weapons gave you confidence in the systems and you always had the
adrenalin pumping in to improve your score and win side-bets. On the MiG-
29, I only fired an R-73 CCM (AA-11/Archer) on a maneuvering target,
which also was a great experience.

14. How confident would a MiG-29 pilot feel going against a modern F-16?

In a modern MiG-29 like the upgraded one or the M version, and trained
well, I feel the pilot should be supremely confident against the modern F-16.

15. What is the greatest myth about the MiG-29?

That the MiG-29 is not very reliable. With the help of technical officers, I
personally carried out a reliability study on the 29s. It is a very rugged
aircraft. Maintained correctly, the MTBF of systems was as good or better
than most comparable systems.

16. How combat effective is the MiG-29?

For the role it’s designed, it is pretty effective. Now it has multi-role
capability and more fuel so it should be even better.

17. How reliable and easy to maintain is it?

As I said earlier, the systems are pretty reliable. Actually, the pre-flight
servicing and maintenance is simple. It provides for pre-flight and
operational turn-around with just replenishments with a check of the systems
during start through a BITE known as EKRAN. The reliability of the
systems improved if serviced in this manner. However, initially, with over-
servicing and checks in the pre-flight, we burnt a lot of systems and had to
cannibalize due to lack of spares, which affected the availability of the aircraft and future reliability of the systems. Periodic servicing is, perhaps,
more frequent than comparable western aircraft particularly for the engines
but, then, that is based on the Russian philosophy of more thrust and
performance with less life. At the squadron level in the early days, without
previously having ever done it, we did an engine change in just about 3
hours with another hour for a ground run check. Initially, the engines also
had problems of quality control during the manufacture with failure of nozzle
guide vanes and internal object damage. We also had some FODs due to
lack of nose wheel guards/deflectors in the initial aircraft and the position of
the nose wheel relative to the main air intakes when the FOD doors were
still open. We overcame the FOD problem with a change in the normal
landing run technique. An example of the reliability of the engines may also
interest your readers. Once, after we had landed from a mission, the
technicians informed us that the right engine of my wingman’s aircraft had
extensive damage. On examination, it was revealed that one of the bolts
from the air intake had come loose and had been injected with all visible
blades completely gnashed up. I asked my wingman if he had heard any
noise during flight and whether he had noticed if he needed a few extra revs
on the right engine to keep the aircraft in trim in yaw. To our surprise, my
wingman said, he never heard anything and actually needed about 2% more
on the undamaged left engine at cruise settings. The damaged engine had
kept functioning all the way without any problems.

18. Tell me something I don’t know about the Fulcrum?

Well, in a lighter vein, I can’t do mind-reading, particularly from a remote
location. What is it that you don’t know but would like to know? Perhaps,
you don’t know that, with the reliability and redundancy in almost all
systems, the MiG-29 can be recovered with almost any in-flight failure. In
all my time with the MiG-29 as a squadron commander and, later, as the
base commander, we didn’t lose a single aircraft or pilot.

19. What tips would you give new pilots coming onto the MiG-29?

The one major tip would be to learn to fly the 29 smoothly by feel till you
perfect handling the aircraft to its limits in its huge envelope. The other
would be to read up all the technical information on the aircraft and systems till
you know it inside out to be able to handle the weapon systems efficiently
and get the most out of them. Last, regularly practice gun-shots on
maneuvering targets. If you can do that, missile shots become far easier.

20. How much post-stall maneuvering can the average squadron pilot do? Is
Is this a rare skill?

There isn’t much any combat aircraft can do after it has stalled except to
recover quickly for further maneuvering. Therefore, in my personal opinion,
post-stall maneuvering in combat is a myth. What I would like the average
squadron pilots to do is to learn to maneuver the aircraft at extreme alphas
just short of the stall and know how to rapidly get it to the best maneuvering
alpha while still engaged with the opponent.

21. What is the hardest maneuver to pull off in a MiG-29?

Perhaps, the tail slide. However, it has little combat value and may be
practiced only to get complete mastery of the aircraft. Apart from that, as in
all 9g aircraft, the hardest human thing is to be able to look out while in a 9g
the maneuver, particularly at low-level.

22. As a personal opinion: What should the IAF procure and what should it
get rid of?

Having retired over 13 years ago, I would rather not get into this area of
procurement with specifics. I think the current leadership knows best what to
get and what not to, depending on their assessment of the future battles.

23. What should I have asked you?

You could have asked me if you could arrange a trip for me in the 29? I’d
love to haul it around again. You could have also asked me as to why,
despite the reliability and redundancy of systems, so many MiG-29s have
been lost, including in the parent Russian Air Force. I would’ve just said due
to poor training and leadership/supervision.

24. How important is the helmet mounted sight?

In the early days, the helmet mounted sight was a great advantage even
though it was rather primitive with just a pointing/aiming system with no
other information. However, it helped cue the sensors as well the missiles on
to the target and saved precious seconds in lock, launch or taking a gun-shot
on the selected target.

25. In air combat with a Mirage 2000, who would have the advantage and
why?

Without doubt, the MiG-29 would have the advantage due to its better
overall performance including in Thrust to Weight ratio and aerodynamics. I
had earlier mentioned the article, “Rivals From the Same Team”. If you
wish, you could attach that article to these answers.

26. What were the biggest challenges in integrating the MiG-29, did
anything need to be changed to make the most of the aircraft?

Personally, I had the biggest challenge in trying to change the maintenance
and servicing philosophy, practice and processes to extract the best from the
aircraft. In addition to that, it was also a challenge to train new pilots and
select the right team, which could extract the maximum out of the aircraft
without compromising safety.

Additional 

Please describe your most memorable mission of 1971.

The first real combat mission is generally the most memorable one,
particularly when one is young. I have already mentioned my first mission of
1971 war briefly earlier. A write-up on this mission is also available at
bharat-rakshak.com. For me, the most memorable, however, was the one we
did on a penultimate day, December 14, 1971, when I went as a wingman
to attack the Government House in Dhaka when Governor Malik of East
Pakistan was holding a meeting with his cabinet and UN representatives
trying to find an honorable cease-fire. We had no target photographs and
were tasked at the last minute in the morning as the intelligence came in. My
CO and Leader, then Wing Commander “Suppi” Kaul, and three more of us
were briefed on the location on a Burmah Shell tourist map of Dhaka.
Having done some missions over Dhaka by then, we knew the anti-aircraft
fire was very heavy and effective till about 6000 feet and we would’ve to fly
through the flak in the attacks. Armed with T-10 rockets and 30mm guns, we
cruised out at medium altitude and did a couple of orbits over Dhaka above
6000 ft to spot the target building as also to align ourselves for the attack on
the designated conference hall, all this while watching the balls of fire of the
flak below us. Swooping down from that height like eagles in a steep dive,
we carried out two attacks, the first with rockets and the second with guns, putting our ordnance accurately on the conference hall. After the second
attack, when we exited North hugging the deck at high speeds close to 500
Knots to evade the flak, I found the Oberoi Hotel right in front. We knew
that this hotel housed most of the diplomatic community, foreign media and
some local ministers and avoided attacking it. However, just for the thrill of
it, I headed straight towards it before pulling away at the last minute when I
was close enough to see the faces of the people in the balconies watching the
whole attack. Somehow, this mission and the exit are still imprinted vividly
in my mind. By all accounts, this attack hastened the surrender of Pakistani
Forces in the East. After the instrument of surrender was signed in Dhaka on
December 16 th, Air Marshal HC Dewan, the AOC-in-C of Eastern Air
Command asked Lt General AAK Niazi why he surrendered though he had
the troops to hold out much longer. Niazi pointing to the wings on Group
Captain Chandan Singh’s chest, has been quoted as saying, “This had
hastened the surrender. I and my people have had no rest during day or
night, thanks to your Air Force. We have changed our quarters ever so often,
trying to find a safe place for a little rest and sleep so that we could carry on
the fight, but we have been unable to do that.” When I read that later, I felt
proud to be a part of that air force and it made the memory of this important
mission over Dhaka even more vivid for me.