Dcs Mig-21bis en

1
DCS: MiG-21bis by Leatherneck

Simulations - Flight manual
To table of contents 2
Table of contents
Table of contents___________________________________________________________________________3
End user license agreement - EULA_____________________________________________________________6
1. About DCS: MiG-21bis by Leatherneck Simulations_____________________________________________ 10
2. Mikoyan-and-Gurevich Design Bureau 21BIS, short historic overview______________________________ 11
Mikoyan-Gurevich MiG-21BIS Specifications________________________________________________ 14
3. Installation and module set-up_____________________________________________________________ 17
Flight controls setup___________________________________________________________________ 18
Setting your DCS MiG-21BIS gaming options________________________________________________ 20
Specific DCS MiG-21BIS features_____________________________________________________ 20
DCS Gameplay options_____________________________________________________________24
DCS MiG-21BIS specific options______________________________________________________26
4. DCS MiG-21BIS basic information___________________________________________________________ 28
5. Operational limitations___________________________________________________________________ 31
6. Cockpit instruments and equipment_________________________________________________________40
Cockpit segments and three-sign code____________________________________________________ 41
R segment______________________________________________________________________ 42
C segment______________________________________________________________________ 45
L segment_______________________________________________________________________48
PS segment______________________________________________________________________51
Instruments and control panels__________________________________________________________ 52
Flight and navigation instruments and control panels____________________________________ 53
IAS indicator________________________________________________________________ 53
Barometric altimeter__________________________________________________________53
Attitude directional indicator – ADI______________________________________________ 54
Course system_______________________________________________________________ 54
Combined indicator DA-200____________________________________________________ 56
M and TAS meter____________________________________________________________ 56
Radio altimeter______________________________________________________________ 57
Accelerometer_______________________________________________________________57
AoA indicator_______________________________________________________________ 58
ARU-3VM gauge_____________________________________________________________ 58
Nosecone position indicator____________________________________________________ 59
PPS________________________________________________________________________60
Flaps control panel___________________________________________________________ 60
Radio station control panel_____________________________________________________61
Setting and using the radio station_______________________________________________61
ARC main control panel_______________________________________________________ 62
RSBN/PRMG control panel_____________________________________________________ 63
Automatic flight control system (AFCS, SAU) control panel____________________________ 64
Engine and flight-controls instruments and control panels________________________________ 65
Engine RPM indicator_________________________________________________________ 65
Engine exhaust temperature indicator____________________________________________ 66
Fuel quantity indicator and fuel state info panels___________________________________ 66
Hydro pressure gauges________________________________________________________ 67
Voltmeter__________________________________________________________________ 68
Oil pressure gauge___________________________________________________________ 68
Gears handle____________________________________________________________________ 69
Aircraft lights____________________________________________________________________ 69
Cockpit lights________________________________________________________________69
External lights_______________________________________________________________ 70
Table light signals and warnings_________________________________________________ 70
7. Takeoff and landing______________________________________________________________________ 74
Engine and aircraft systems start up______________________________________________________ 74
Taxi________________________________________________________________________________ 81
Hold position and line-up_______________________________________________________________ 81
Takeoff run__________________________________________________________________________ 82
Takeoff climb________________________________________________________________________ 82
Climb_______________________________________________________________________________ 83
Basic aircraft behavior_________________________________________________________________ 83
Landing, approach____________________________________________________________________ 85
Landing, final_________________________________________________________________________86
Landing run__________________________________________________________________________ 87
Parking_____________________________________________________________________________ 87
8. Aerobatics and maneuvering______________________________________________________________ 89
Rolls________________________________________________________________________________90
Split-S______________________________________________________________________________ 90
Loops and Immelman turn______________________________________________________________ 91
Semi – turn over (or semi-somersault)_____________________________________________________94
Combat turn_________________________________________________________________________ 95
Inverted flight________________________________________________________________________ 95
Basic training aerobatic suite____________________________________________________________ 96
Combat maneuvering, basics____________________________________________________________ 97
9. Navigation____________________________________________________________________________ 101
Basics_____________________________________________________________________________ 101
MiG-21BIS Radio Navigation____________________________________________________________102
Automatic Radio Compass - ARC____________________________________________________ 102
RSBN and PRMG_________________________________________________________________108
Cloud penetration mode______________________________________________________110
Navigation mode____________________________________________________________113
Radial interception__________________________________________________________ 113
Instrument Landing System mode - PRMG mode__________________________________ 116
Approach for landing in “Automatic” or “Directional” SAU modes_____________________ 119
Landing approach with the “RSBN box”__________________________________________ 120
Kneeboard_________________________________________________________________________ 123
10. Weapons system______________________________________________________________________ 126
Basic weapons system management_____________________________________________________ 126
Activation interface__________________________________________________________________ 126
Selection interface___________________________________________________________________ 128
Aiming interface_____________________________________________________________________ 130
Optical aiming sight - ASP PFD______________________________________________________130
Radar aiming interface____________________________________________________________134
SPO - simple radar warning receiver_____________________________________________________ 139
Launching and firing__________________________________________________________________ 141
Attacking ground targets______________________________________________________________ 142
Attacking airborne targets_____________________________________________________________ 144
Flares and chaffs container - ASO________________________________________________________147
Active and passive countermeasures container - SPS-141-100_________________________________ 148
“Nuclear” bombs____________________________________________________________________ 149
UPK-23-250-2 control box_____________________________________________________________ 150
Custom Ground Controlled Interception unit creation process_____________________________________ 152
11. Emergency procedures_________________________________________________________________ 159
1. Fire in engine compartment__________________________________________________________ 160
2. Powerplant failures or malfunctions___________________________________________________ 160
2.1. Powerplant Failure on Takeoff__________________________________________________ 160
2.1.1. Inadvertent opening of jet nozzle during takeoff at FULL THROTTLE______________ 160
2.1.2. Afterburner flameout on takeoff__________________________________________ 161
2.2. Powerplant surge____________________________________________________________ 161
2.3. Engine Flameout_____________________________________________________________ 162
2.4. Engine Relight_______________________________________________________________ 162
2.5. Approach and Landing with a Dead (windmilling) Engine_____________________________ 163
2.6. Cone failure to extend during aircraft acceleration at constant engine power setting or during
decrease of engine speed_________________________________________________________ 166
2.7. Cone failure to retract during aircraft deceleration or engine acceleration_______________ 167
2.8. Failure of Jet Nozzle Control System_____________________________________________ 168
2.9. Second Reheat Failure to Cut In, or its Spontaneous Disengagement____________________168
2.10. Drop of Fuel Pressure________________________________________________________ 169
3. Failures of hydraulic system__________________________________________________________ 169
3.1. Failure of Both Hydraulic Systems with Engine Running______________________________ 169
3.2. Failure of Aileron Boosters_____________________________________________________ 170
3.3. Failure of ARU Controller______________________________________________________ 170
4. Electrical power failures_____________________________________________________________ 171
4.1. DC Generator Failure_________________________________________________________ 171
4.2. Failure of Inverter ПO-750A No.1________________________________________________172
5. Failures of flight and navigation systems________________________________________________ 172
5.1. Failure of FDI Gyro Horizon_____________________________________________________172
5.2. Failure of RSBN Equipment_____________________________________________________173
5.3. Failure of Compass System_____________________________________________________ 173
5.4. Failure of Pressure-Actuated Instruments (Failure of Pitot-Static System)________________ 174
6. Landing gear failures________________________________________________________________175
6.1. Failure of LG to Extend Normally________________________________________________ 175
6.2. Emergency LG Extension_______________________________________________________175
7. Off-field forced landing______________________________________________________________175
8. Bail-out procedures________________________________________________________________ 176
8.1. Getting Ready to Bail Out______________________________________________________ 176
Abbreviations___________________________________________________________________________ 177
DCS MiG-21BIS team______________________________________________________________________ 179
Music for MiG-21BIS (main theme, victory theme, defeat theme)______________________________ 179
Special thanks___________________________________________________________________________ 180
Special contributors_______________________________________________________________________181
List of translators (by language, in alphabetic order)________________________________________ 182
Chinese language________________________________________________________________ 182
Russian language (in Russian alphabetic order)________________________________________ 182
Serbian language________________________________________________________________ 182
Copyrights______________________________________________________________________________ 183
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1. About DCS: MiG-21bis by Leatherneck Simulations
DCS: MiG-21bis by Leatherneck Simulations is a third party developed add-on package (module)
which integrates into DCS World, enabling you to fly the famous USSR tactical fighter aircraft MiG-
21BIS.
In order to use this module, you need to have DCS World installed on your PC.
You can download DCS World from www.digitalcombatsimulator.com
Note the Minimum system requirements for DCS World:
OS 64-bit Windows Vista, 7 or 8;
CPU: Core 2 Duo 2.0 GHz;
RAM: 6 GB;
Free hard disk space: 10 GB;
Video: 512 MB RAM card, DirectX 9.0c - compatible;
Sound: DirectX 9.0c - compatible;
Internet connection (on demand).
This manual contains most of the information you need to successfully master the DCS: MiG-21bis
by Leatherneck Simulations. However, for general DCS environment understanding and usage, refer
to the DCS User Manual. You may also wish to read manuals that come with other DCS products,
such as the Su-25T Flight Manual which comes with the core DCS installation.
All of these manuals can be found in your DCS World installation folder and in corresponding module
folders.
NOTE: For abbreviation purposes, full product name “DCS: MiG-21bis by Leatherneck Simulations” is
abbreviated to “DCS MiG-21BIS” or “MiG-21bis” or similar shorter forms.
2. Mikoyan-and-Gurevich Design Bureau 21BIS, short historic
overview
Development of what would become the MiG-21 began in the early 1950s, when Mikoyan OKB
finished a preliminary design study for a prototype, designated Ye-1 in 1954. This project was very
quickly reworked and the redesign led to a second prototype, the Ye-2. Both of these and other early
prototypes featured swept wings, and the first prototype with delta wings as found on production
variants was the Ye-4. The Ye-4 made its maiden flight on 16 June 1955 and its first public
appearance in July 1956. The MiG-21 was the first successful Soviet aircraft combining fighter and
interceptor characteristics into a single aircraft. Its basic layout was used for numerous other Soviet
designs.
1955: The Ye-4 was the true predecessor of the MiG-21
It was a lightweight fighter, achieving Mach 2 with a relatively low-powered afterburning turbojet,
and thus comparable to the American Lockheed F-104 Starfighter and Northrop F-5 Freedom Fighter
and the French Dassault Mirage III.
Like many aircraft designed as interceptors, the MiG-21 has a short range. The issue of the short
endurance and low fuel capacity of the MiG-21F, PF, PFM, S/SM and M/MF variants — though each
had somewhat greater fuel capacity than the previous — led to the development of the MT and SMT
variants. These had an increased range of 250 km (155 mi) compared to the MiG-21SM, but at the
cost of other performance degradation, such as the lower service ceiling and slower climb.
1961: MiG-21I “Analog”, test-bed for research and development
of Tu-144 passenger airplane wing
The delta wing, while excellent for fast acceleration and supersonic speeds, was not the best option
for low speed flying and close air-to-air (AA) combat. This was partially improved with the
introduction of an emergency afterburner, which improved thrust/weight ratio at altitudes up to
4000m, enabling the plane to fly at low speeds while performing sharp maneuvers and to quickly
recover from low speed stall conditions. The use of a tail in conjunction with the delta wing, aids
stability and control at the extremes of the flight envelope, enhancing safety for less skilled pilots.
A climb rate of 235 m/s (46,250 ft/min) was possible with A-A, combat-loaded MiG-21BIS aircraft,
which doesn’t fall very short of the performance of the later F-16A. Given a skilled pilot and reliable
missiles, it could put up a good fight against contemporary tactical combat aircraft. It was eventually
replaced by the newer, variable-geometry MiG-23 and MiG-27 for close support missions. However,
it was not until the MiG-29 (mid 1980-ies) that the Soviet Union would ultimately replace the MiG-21
as an interceptor and maneuvering dogfighter to counter new American fighters.
1966: MiG-21PD, experimental aircraft with short take-off and landing to

develop lift engines of MiG-23PD aircraft
The MiG-21 was exported widely and it is still in use in several more or less modified versions. While
technologically inferior to the advanced fighters it often faced in the last three decades, low
production and maintenance costs made it a favorite of nations buying Eastern Bloc military
hardware.
1972: MiG-21BIS Izdeliye 75, NATO "Fishbed-L/N"
The MiG-21BIS 75AP (МиГ-21бис Изделие 75) was the ultimate development of the MiG-21, fitted
with a Tumansky R25-300 turbojet engine and a great number of other advances over previous types.
Those MiG-21BIS that were constructed for the Soviet PVO (Air Defense Force) were equipped with
the Lazur GCI system (NATO: "Fishbed-L"), while those for the Soviet Air Force were fitted with the
Polyot ILS system (NATO: "Fishbed-N"). It's fitted with instruments and electronic equipment
ensuring safe flights by day and at night under fair and bad weather conditions. The MiG-21BIS is
considered to be a third-generation jet fighter. Some 50 countries over four continents have flown
the MiG-21, and it still serves many nations a half-century after its maiden flight. Several companies
offer upgrade programs for MiG-21, designed to bring the aircraft up to modern standards, with
greatly upgraded avionics and armaments.
The MiG-21 broke a number of aviation records and it is still the most produced supersonic jet
aircraft in aviation history.
Mikoyan-Gurevich MiG-21BIS Specifications
 Crew: 1
 Length: 15.0 m (with Pitot) (49 ft 2.5 in)
 Wingspan: 7.154 m (23 ft 5.66 in)
 Height: 4.125 m (13 ft 6.41 in)
 Wing area: 23.0 m² (247.3 ft²)
 Empty weight: 5,339 kg (11,770 lb)
 Gross weight: 8,725 kg (19,235 lb)
 Powerplant: 1 × Tumansky R25-300, 44 kN static thrust dry, 71 kN static thrust with afterburner
Performance
 Maximum allowed speed: 2350 km/h TAS, 1300 km/h IAS

 Maximum allowed Mach: 2.05M
 Range: (internal fuel) 1,210 km (751 miles)
 Service ceiling: 17,500 m (57,415 ft)
 Rate of climb: 225 m/s (44,280 ft/min)
 Take-off speed: 340-370 km/h IAS
 Touchdown speed: 260-270 km/h IAS
 Cruise speed: 800 km/h TAS
Technical data
 Wheel base: 4.71m

 Track width: 2.69m
 Wing load: 385kg/m2
 Plane empty weight: 5339kg
 Normal takeoff weight: 8725kg
 Max takeoff weight: 10,400kg
 Nosecone movement: max 200mm
 Flaps angles:
 Take off: 25°
 Landing: 45°
 Ailerons angles: ±20°
 Air-brake angles:
 Front flaps 35°
 Rear flap 40°
 Horizontal stabilizer (tail) angles: +7.5°/ -15.7°
 Rudder angles: ±25°
Fuel capacity
 Main: 2850l = 2225kg

 Drop tanks: 490l = 382kg (+52kg tank weight)
 Drop tanks: 800l = 625kg (+57kg tank weight)
l/kg ratio: 1kg = 1.279l; 1l = 0.781kg

Fuel specific of gravity: 0.775gr/cm3
Fuel weight characteristics depend on fuel temperature.
Typical Fuel consumption
 100% on ground 3.2l/s (2.5kg/s)

 AFB1 sea level: 4.2l/s (3.3kg/s)
 CSR2 sea level 5.5l/s (4.3kg/s)
 AFB M1.06 6.4l/s (5.0kg/s)
 CSR M1.06 8.8l/s (6.9kg/s)
 Taxi: 80l
 Take-off: 250l (~2min ~25km)
 Level flight: 1485l (550km)
 Landing circle (school pattern): 200l
 Recommended fuel for landing (including reserve fuel for two landing attempts): 700l
1
AFB – full afterburner
2
CSR – additional afterburner, sort of second stage afterburner
Under the maximum-range flight conditions, variation of the aircraft weight by 10% result in a corresponding
change in the per-kilometer fuel consumption:
 by 10% at an altitude of 10,000 – 11,000m

 by 5% at an altitude of 5000m
 by 0.5% at an altitude of 500m
3. Installation and module set-up
Make sure you have the latest version of DCS World installed on your PC. If necessary, check that
your DCS World installation is updated to the minimum version of 1.2.10 (version info is on the
main DCS World screen, at the lower right corner).
If you don’t have DCS World installed on your PC, you can download and install it for free from the
following Internet address: Download DCS World
Make sure you have DCS World installed and updated to version 1.2.10 before you continue.
To install the DCS MiG-21BIS, double click the DCS_MiG_21_setup.exe file and follow the on-screen
instructions.
The first time you run a mission with the DCS MiG-21BIS, the protection system will prompt you to
activate your software. The best way to activate is online, simply by providing your registration
number (type or copy-paste it in provided text box).
If you don’t have an Internet connection, you can activate the DCS MiG-21BIS using offline
registration system (telephone call or e-mail Leatherneck Simulations).
For detailed instructions please visit the StarForce product activation instructions.
Flight controls setup
The MiG-21BIS was – just like any other fighter – built for speed, maneuverability and agility. The
main problem concerning the fighter’s agility is that of control surface deflection at different speeds.
For example, if you fully pull the stick at 500 km/h, the horizontal tail will deflect fully, enabling you
to perform sharp turns with relatively low g-load (around 2-3g). However, if you increase the speed
to e.g. 1000 km/h and pull the stick same way, if there were no control system, you would instantly
reach very high g-load, most likely beyond pilot’s limits and possibly airplane structural limits. So the
horizontal tail won’t deflect fully this time, but only partially, still allowing you to perform high g
turns and maneuvers.
Image 3.1: Before flying with the DCS MiG-21BIS, you have to set up your flight controls.
To correctly set-up your joystick sensitivity and enable a well balanced response of the airplane at
both low and high speeds, we recommend to you the following procedure:
No matter which joystick type you have, go to the DCS main screen, choose Options, select Controls
tab (first image) and then select MiG-21Bis as your aircraft type (1). Select Axis Commands (2) and
then select Pitch (3). Click on Axis Tune (4): a pop-up screen called Axis Tune Panel will open (second
image) enabling you to adjust axis curve and other settings.
Image 3.2: Adjust axis control sliders according to data in the table.
On the Axis Tune Panel you have four sliders: deadzone, saturation X, saturation Y and curvature.
Other options are not currently important. Move those four sliders for each axis individually (pitch,
roll, and rudder) according to the following table:
Table 3.1:
Pitch Roll Rudder
Deadzone 1-3 1-3 1-5
Saturation X 100 100 100
Saturation Y 100 100 100
Curvature 20-25 10-25 20-25
Don’t forget to click OK on each Axis Tune Panel window, and for the overall Options screen.
Setting your DCS MiG-21BIS gaming options
DCS offers many options for game settings according to your needs. Apart from the usual options
well described in the DCS User Manual, DCS MiG-21BIS offers some additional options and has some
specific features that the player needs to be made aware of.
Specific DCS MiG-21BIS features
The so called “specific features” are built-in (hard coded) features of the aircraft systems and engine.
They are listed and described in following table.
Table 3.2: Specific DCS MiG-21BIS built-in features
Feature Description
Whenever you turn ON/OFF your aircraft systems,

they will suffer very small amounts of stress. During
normal aircraft exploitation you will never notice it
during gameplay, and it won’t interfere with your
activity. However, in extreme circumstances, you
might overstress one or more aircraft systems,
which will result in a failure.
Note: Whenever you fly, your aircraft resources will

be slowly consumed (fluids, working resources,
stress applied etc). Once you land and require
refueling, the systems will “self repair” after the
Aircraft systems stress refueling is done. You might notice this when your
canopy opens (if it was closed), some switches
flipping back into the OFF position and aircraft
fluids recovering to normal values. Watch the
compressed air manometer (RH61), pilot’s oxygen
(LV39) and engine oxygen (LV2) indicators to assess
whether your systems are repaired.
Note: Internal systems “self repair” is coupled with

refueling. However, to make repairs of damaged
hardware (fuselage, wings, tail, gears) you need to
call the ground crew and ask for repairs. The same
applies for rearming.
The engine will suffer stress during normal
operations, regardless of failure settings in the
mission options. Whenever the engine is started,
any afterburner used, negative, high side g force or
around zero g force experienced etc. the engine will
accumulate small amounts of stress.
Like in the previous case, during normal flight

operations you will never be aware of the engine
Engine stress stress level, and your engine should not fail in flight
(apart from shutdowns caused by other factors, e.g.
low fuel pressure). However, if your engine reaches
the maximum stress level, it will shut down and you
won’t be able to relight it in flight.
Your engine will reset stress level to zero, once you

land and shut it down. This will happen along with
aircraft systems self repair event. You don’t need to
do anything apart from being patient for max. 4
minutes.
Whenever you fly in an atmosphere in which the

temperature is between 0oC and -10oC (32oF / 14oF)
Canopy freezing while your IAS is between 400 - 500 km/h, you
might experience canopy freezing. To unfreeze the
canopy, either increase TAS to >700 km/h (or IAS
>500 km/h, depending on the situation) or use your
anti icing device for a temporary unfreeze.
Similar to the previous feature, your Pitot system

will start to freeze in the aforementioned
atmospheric conditions. Pitot freezing takes some
time, and it is hard to notice initially. At later stages
Pitot system freezing of freezing, you will notice a discrepancy between
your engine power setting and your speeds (IAS,
TAS and M), along with odd altitude and vertical
speed values.
To prevent Pitot freezing, turn on the Pitot tube

heaters (CL74 & 75) before you takeoff. If you start
the mission in the air, the heaters will be ON by
default.
However, if you experience Pitot freezing anyway,

note that turning the heaters on in flight requires
some time before the Pitot system unfreezes. This
time is no longer than two minutes even in
maximum freezing situations.
The aircraft’s battery will freeze if you fly above

4000m without Battery heating turned ON (RV41).
This process takes some time, but as soon as it does
Battery freezing occur, the battery will suffer stress. Since the
battery is a back-up for the DC generator, loosing
the battery is certainly not a good idea.
Check that you have turned on battery heating

before takeoff.
Pitot system errors are calculated for all ranges of

speeds and altitudes. In most cases the errors are
so small that you can’t notice them.
However, when flying at a M between 0.95 and

1.05, you might notice odd Pitot related instrument
behavior. Speeds, barometric altitude and vertical
speed will deviate from their previous values. This
error is most visible on the Altimeter and DA-200.
Transonic Pitot system error There is nothing you can do to prevent or avoid this
error from occurring.
Normally, you will fly through the so called

“transonic zone” very quickly, in a matter of
seconds, so this error won’t affect your flying.
However, if you remain in the transonic zone for
any reason (e.g. payload is preventing you from
accelerating beyond M 1.05) you need to take this
error into account. Note that flying in the transonic
zone is extremely uneconomic from the point of
flight duration and power reserves.
If you turn the aircraft’s SARPP flight data recorder

SARPP flight data recorder operations ON (RV 30), it will record your flight parameters
once per second. The data will be written to HDD
once you exit the mission, so no in-game HDD
spamming. The SARPP is capable of storing 120
minutes of records. If it happens that your mission
lasts more than that (e.g. Multiple flights in one
session), once the end of the record is reached, the
recording will start rewriting old data.
You can find your SARPP records in your “Saved

Games\DCS\SARPP” folder .
The MiG-21BIS can be equipped with SPRD start

rockets in order to shorten takeoff distance by
increasing acceleration. The SPRDs provide a thrust
increase for about 7 seconds. To enable the use of
SPRD rockets, equip the aircraft with SPRD rockets
(in the Mission Editor), turn on SPRD power and
SPRD start rockets (Rocket-assisted
drop switches (RH51, RH50). Start your takeoff run
Takeoff - RATO)
normally (at full afterburner): when your speed
reaches about 120-150kmh, the SPRD will engage
automatically. You can engage it manually using the
CV91 button, however, this is not recommended.
To drop (jettison) SPRD after takeoff, use the LH60
button.
DCS Gameplay options
Customizing game options is something that you should be familiar with in DCS. Once again, refer to
the DCS User Manual for details concerning any options you are interested in. I will explain how
certain options affect the DCS MiG-21BIS gaming experience.
Image 3.3: OPTIONS screen with selected GAMEPLAY window. Orange boxed fields have special
significance in DCS MiG-21BIS gaming experience - read description in following text.
GAME FLIGHT MODE - selecting this option will simplify the flight model in following ways:
- stalling the aircraft is very difficult, yet possible,
- spinning the aircraft is impossible,
- aircraft stability is increased by 10-20%,
- landing gear will automatically retract after takeoff, gear handle will be placed in proper position
after this (neutral),
- user has to manually extract the gears for landing,
- in case of go-around or low-pass during landing attempts, gears will auto retract,
- engine stress is not calculated.
GAME AVIONICS MODE - if you select this mode, you will prevent all internal stress calculations.
Your equipment might fail only if you turned on failures in the mission editor, or if you wasted some
systems related resources (fuel, oil, oxygen, compressed air, alcohol). The radar screen will appear
overlaying the main screen, so you can use your radar even if you are “flying outside the cockpit”
(using F2 key).
TOOL TIPS - both Russian and English cockpits have tool tips defined. You can turn them ON/OFF
using this option.
MIRRORS - DCS MIG-21BIS has a mirror (called periscope) situated on top of the canopy. You can
enable or disable it with this option.
Image 3.4: OPTIONS screen with selected MISC. window. Orange boxed fields have special
significance in DCS MiG-21BIS gaming experience - read description in following text.
FORCE FEEDBACK - DCS MiG-21BIS supports force feedback (FF). If you have a FF capable joystick,
turn this option ON, it will give you a unique flying experience, and might improve aircraft handling.
GUI THEME - includes main DCS screen wallpaper, windows, menus and background music tweaks.
DCS MiG-21BIS specific options
Image 3.5: OPTIONS screen with SPECIAL window selected. Find “MiG-21Bis” tab and click on it to
open this window.
SIMPLIFIED ENGINE MANAGEMENT - If this option is selected, in-flight engine failures and shutdown
due to any kind of stress will be prevented. Engine shutdown can be a frequent event for
inexperienced players. Every time the engine stops in the air, you will have to attempt to relight it.
Note that you have a limited number of restart attempts. Restarting the engine in the air can be
complicated or even impossible in some circumstances.
PREVENT CANOPY ICING - if enabled, canopy icing will be prevented.
COCKPIT SHAKE LEVEL - you can tune the level of cockpit shake with this slider. The default value is
100%, meaning normal cockpit shake level. If you fly precise aerobatics for example, you might want
to set 0% cockpit shake for increased flight precision. Maximum shake level (e.g. for video filming) is
200%.
4. DCS MiG-21BIS basic information
The MiG-21BIS aircraft was designed as a front-line (tactical) interceptor fighter powered by one
turbojet engine. It is fitted with instruments and electronic equipment ensuring flights by day and at
night under fair and bad weather conditions.
The aircraft is an all-metal, cantilever mid-wing monoplane featuring a delta wing, swept-back tail
unit and controllable stabilizer.
The aircraft is furnished with:
(a) engine R25-300 provided with second (emergency) reheat and developing static thrust of 7100
kgf with second reheat (or 9900 kgf in flight at Mach 1 near the ground with second reheat on), 6850
kgf static thrust with full reheat on and 4100 kgf static thrust at full throttle;
(b) boundary layer control system (BLC),
(c) drag chute,
(d) communication radio set, type R-802G, automatic radio compass (ARC), type ARC-10, marker
beacon receiver MRP-56P and aircraft distance transponder SOD-57 (also referred to as the air traffic
control (ATC) transponder);
(e) Pitot-static tubes: type PDV-18-5M (main) and type PDV-7 (emergency);
(f) pressure altimeter VDI-30 and low-level radio altimeter RV-1M;
(g) combined instrument, type DA-200, consisting of a vertical speed indicator, turn indicator and
slip indicator;
(h) built-in gun Gsh-23;
(i) sighting system consisting of radar RP-22SMA “Sapphire” and optical sight ASP-PDF fitted with an
additional fixed reticle and transparent range scale;
(j) automatic pitch channel transmission ratio controller ARU-3VM which improves the aircraft
maneuvering characteristics and controllability at transonic and super-sonic airspeeds and reduces
stick forces, as compared with the ARU-3V controller;
(k) angle-of-attack indicator UUA-1 and limit angle-of-attack warning unit SUA-1;
(l) radar illumination warning system SPO-10;
(m) automatic flight control system (AFCS) SAU-23ESN;
(n) short-range radio navigation and landing system POLYOT-01 (RSBN/PRMG);
(o) centralized dangerous conditions warning system SORC-1;
(p) airborne IFF interrogator/transponder, type SRZO-2, intended for identification of aircraft
(whether friend or foe);
The following electrical power sources and inverters are installed on the aircraft:
(a) DC generator GSR-ST-12000W;
(b) AC generator G04PCh4;
(c) storage batteries 15SCS-45B;
(d) DC/AC inverters PO-750A (two), PT-500C, PT-125C, PO-250-VCh-M.
DCS MiG-21BIS has five external store stations (pylons) on which the following stores can be carried:
(a) guided missiles R-3S, R-3R, R-13M, R-55, R-60;
(b) type UB-32 or UB-16-57 rocket pods with folding-fin air rockets;
(c) free rockets of the S-24 type;
(d) radar guided Kh-66/23 Grom missile;
(e) aerial bombs of the 100 kg caliber (e.g. high-explosive/fragmentation, incendiary, smoke,
illumination bombs, etc.), 250 kg caliber (e.g. high-explosive, high-explosive/fragmentation,
incendiary, illumination, cluster bombs, etc.) and 500 kg caliber (e.g. high-explosive, incendiary,
illumination, cluster bombs, etc.);
(f) drop tanks of 490 or one ventral tank of 800l capacity.
The aircraft can also have an SPS-141 jammer container, ASO countermeasures (chaff/flare)
dispenser and smoke pipe (near engine nozzle).
The pilot's cabin is pressurized; it is fitted with an ejection system, type KM-1M, which can ensure
safe ejection throughout the range of operating altitudes as well as during the takeoff run and
landing roll, when the speed is higher than 130 km/h; the cabin is also furnished with a high-altitude
(life support) outfit ensuring normal activity of the pilot through the entire range of flight altitudes.
A periscope is installed on the collapsible canopy in order to improve observation of the rear
hemisphere. The device permits the pilot to view the zone with the following boundaries:
(a) without turning the head: 10o up, 2o down and minimum ±10o sideways;
(b) with inclining and turning of the head: up to 20o up and up to ±40o sideways;
The powerplant features a center-body air intake. The intake passage area is varied by means of a
controllable intake cone.
The aircraft is equipped with a hydraulic system and a pneumatic system. The hydraulic system is
subdivided into the booster system and the main system. The pneumatic system is subdivided into a
main system and an emergency one.
To operate the aircraft with due efficiency and confidence and to fully utilize its combat
capabilities, the pilot shall acquire profound and thorough knowledge of the design of the aircraft
and its component assemblies and systems. It is assumed that in all complicated situations, not
covered by this manual, the pilot will use his own judgment to cope with the situation at hand.
5. Operational limitations
The maximum permissible indicated airspeeds, Mach numbers and g-loads for the aircraft carrying
various external loads are given in Table 5.1; other limitations are presented in Table 5.2.
Table 5.1:
External load variants
Parameter No external Pods, type Bombs, Drop tanks Eight

loads, or rockets S-24, bombs
missiles only UB- UB- inc. 500 kg OFAB-100
16-57 32 bombs
Airspeed 1300 1000 800 (or

(km/h) 1000 with
reinforced
racks BD3-
60-21D1)
Mach 2.05 1.7 1 1.3 1.6 1

number
G-load At M≤0.8: 5g 5g with 490L 5g

drop tank
with two missiles
8g at Gfuel≤1300L or
otherwise 4g with 800L

drop tank
7g at Gfuel>1300L
At M>0.8:
7g at Gfuel≤800L
with two missiles
otherwise
6g with two or
four missiles.
Notes: In flight with various external loads, the maximum permissible airspeed values,
Mach numbers and g-loads are established with reference to the kind of external load for
which more strict limitations exist.
Warning: It is not recommended to build up a g-load in excess of 3 g in flight with

two UB-32 pods, or two UB-32 pods and two UB-16-57 pods, or eight 100 kg
caliber bombs, or two 500 kg bombs and two guided missiles (or two UB-16-57
pods, or two OFAB-100 bombs), or with four 250 kg caliber bombs, or four S-24
rockets (carrying the ventral drop tank or otherwise, or with three drop tanks) due
to the fact that the margin of g-load stability decreases under those conditions.
Table 5.2:
Aircraft limitations Cause
1. Maximum takeoff weight when using concrete runway, 9800 kgf. Landing gear strength.
WARNING
It is permissible to take off with the load variants > 10,000 Not to exceed liftoff
kgf under no-wind conditions at or below an ambient air ground speed of 370
temperature of +15oC; if the ambient temperature is above km/h for KT-92D LG
+15oC, takeoff is permissible only if there is head wind, wheels fitted with
every 3 m/s increment of the head wind velocity tyres model 42A.
corresponding to ten degrees of temperature surplus over
+15oC.
When the runway length corresponds to that of a second- Landing gear strength
class airdrome, takeoff with the above variants of external
stores shall be accomplished at second reheat power only
(when full reheat power is used, the required runway
length is 2000 m).
2. Takeoff weight when using perforated steel plate (PSP), unpaved

or snow-covered runways, is 8800 kgf, max.
3. The maximum permissible angle of attack in flight and during the Stall safety margin of
performing of any aircraft maneuvers, is +28o by UUA-1 indicator angle of attack
(stall occurs when a +33o angle of attack, as read by the UUA-1
indicator, is exceeded).
WARNING
It is forbidden to exceed a +15o angle of attack, as read by

the UUA-1 indicator, in flight with the load variants >
10,000 kgf due to the small amount of g-load stability
margin.
4. Maximum unstick ground speed, 360 km/h for tyres 800 x 200, Tyre strength ability
model 41, and 370 km/h for tyres of model 42A. to retract LG, stability
and controllability
5. Maximum permissible airspeed for landing gear retraction and
during LG extention.
extension is 600 km/h; maximum permissible airspeed for flying
with landing gear extended is 700 km/h. To prevent surpassing
maximum IAS and/or
6. It is forbidden to exceed a minus 20o pitch angle in descent at
Mach number.
airspeeds over 1100 km/h and Mach numbers in excess of 1.8 M.
Aircraft would sink by
7. Maximum permissible airspeed for going around with BLC system
25 - 30 m due to
operating is 360 km/h.
automatic
8. It is forbidden to extend landing gear and flaps or to fly with disconnection of BLC
landing gear and flaps extended when carrying eight FAB-100 system by
bombs, or three drop tanks, or four S-24 rockets or two FAB-500 microswitch as flaps
bombs, or four FAB -250 bombs or two UB-32 and two UB-16-57 are being pressed by
pods (two guided missiles), or two UB-16-57 pods (two FAB-100 force into the
bombs) and two S-24 rockets (or two FAB-250 bombs) when fuel retracted position at
remainder is 700 to 1100 L. higher airspeeds.
In emergency situations, when it becomes necessary to land Insufficient margin or

immediately with above indicated fuel remaining, jettison external g-load stability.
stores from the outboard stations over a safe place before
extending LG, and then land in the usual way.
9. Rated landing weight for using concrete, un-paved or snow-

covered runway, 6800 kgf, BLC system being used by all means.
This landing weight is obtained when the aircraft:
(a) has no external loads, fuel remainder not exceeding

700 L;
(b) carries two missiles, or two UB-16-57 pods, or two FAB-

100 bombs, or carries no combat stores but has empty
drop tanks attached, fuel remainder being 500 L.
This fuel remainder ensures performance of a tight-visual-circuit go-

around maneuver and landing, the flight endurance totalling about
6 min.
WARNINGS:
1. All other, heavier external loads shall be jettisoned

before coming in to land.
2. The fuel remainder must be at least 600 L before an

instrument approach to land under bad weather conditions,
in order to ensure the ability to perform a two 180o turn or
tight-circuit go-around maneuver.
3. The rated landing weight with the BLC system not in use
is 6500 kgf. This weight is obtained when the aircraft
carries no external loads and the fuel remainder is 400 L.
10. Landing of an overloaded aircraft (whose weight, however,

should not exceed 7300 kgf) is allowed in the following exceptional Landing gear strength
cases:
(a) when carrying two guided missiles, or two loaded UB-

16-57 pods, or two FAB-100 bombs and empty drop tanks,
fuel remainder not exceeding 800 L;
(b) when carrying two empty UB-32 pods and two missiles
or two FAB-100 bombs, or two loaded UB-16-57 pods;
when carrying four guided missiles or four loaded UB-16-57
pods; or two missiles and two loaded UB-16-57 pods (two
FAB-100 bombs); or four FAB-100 bombs, or two S-24
rockets, or two FAB-250 bombs, or two loaded UB-32 pods,
fuel remainder not exceeding 600 L.
Landings with weights in excess of 6800 kgf shall be made with

employment of the BLC system and drag chute in all cases.
NOTES
1. In the case of landing with four empty UB-16-57 pods or

with only two empty UB-32 pods, the fuel remainder with
which landing is permissible can be increased by 350 L as
compared to the above figures.
11. Takeoff and/or landing with one bomb of up to 250 kg caliber or Ability of roll counter-
S-24 rocket asymmetrically racked on the inboard station, may be action
accomplished if the crosswind component (directed from the side
opposite to that on which the external load is attached) does not
exceed 8 m/s.
12. Ground speed of main LG touchdown must not exceed 330

km/h. LG wheel strength
13. Maximum permissible drag chute deployment speed, 320 km/h. Strength of drag chute
attachment elements
14. Ground speed of initial brake application, when drag chute is
not used in landing roll, must not exceed 330 km/h.
Powerplant limitations (in flight) Cause
15. Maximum low-pressure (LP) rotor speed must not exceed:
(a) 101. 5% at first, partial and minimum reheat settings as Compressor and
well as at full throttle non-reheat setting; turbine strength
(b) 103.5% at second (emergency) reheat setting. Compressor and

turbine strength
16. Maximum high-pressure (HP) rotor speed, not over 107.5%
Turbine strength
17. Maximum permissible jet-pipe temperature:
(a) not over 770°C at full throttle setting;
(b) not over 850°C at reheat and second reheat power

settings.
18. Minimum permissible oil pressure:
(a) at least 1 kgf/cm2 at idle setting;
(b) at least 3 kgf/cm2 (warning light OIL (МАСЛО) must not

burn) at LP rotor speed of more than 88 - 90%. When
negative g-load is applied, at all altitudes, oil pressure may
drop to zero for short time (not over 17 s) with illumination
of OIL light in the meantime.
19. Engine run at FULL REHEAT and SECOND REHEAT at airspeeds in

excess of 1000 km/h at low and medium altitudes is allowed as long Ensuring continuous
as fuel amount in tanks is at least 800 L fuel feed into engine
20. Negative g-loads may be developed for not longer than:
(a) 15 s at non-reheat engine settings; Amount of fuel

available in negative
(b) 5 s at reheat settings;
g-load tank unit
(c) 3 s at second reheat setting.
21. Flight with g-loads approximating zero (±0.2 g) should not last
Ensuring continuous
for longer than 1 -2 s.
fuel feed into engine
WARNING Negative or near-zero g-load flight is allowed provided
the tanks contain at least 500 L of fuel
22. Repeated application of negative or near-zero g-load is allowed

only after at least 30 s flying at positive g-load. To let fuel refill
negative g-load tank
23. Engine run in flight is allowed at all sustained and transient
unit
power settings at airspeed of not less than 400 km/h.
(a) it is allowed to accelerate engine to full throttle power

and to throttle it down from reheat or full throttle setting To ensure flight safety
to any required setting, at altitudes above 15,000 m, when
airspeed is not less than 600 km/h;
(b) at altitudes above 18,000 m, engine run is allowed at Ensuring stable
reheat settings; and it is permissible to cancel reheat by functioning of
moving throttle lever to FULL THROTTLE at air-speed of not afterburner,
less than 500 km/h. preventing its
flameout
NOTE The engine may be run at minimum reheat power when the
altitude is less than 17,000 m. To ensure stable run
of powerplant
24. Maximum time of engine continuous run at second reheat
setting is not over 3 min. Repeated selection of this setting is Turbine strength
allowed after at least 30 s interval.
Life-Saving and Life-Support Equipment limitations Cause
25. Safe abandoning of aircraft is ensured under the following flight

conditions:
Ensuring conditions
(a) during takeoff run and landing roll, at airspeeds not less for normal operation
than 130 km/h, of parachute system
elements
(b) in level flight, at airspeeds:
Providing time tor
(i) not more than 500 km/h, without any limitations operation of
as to height over ground relief, parachute system
elements; minding
(ii) 500 to 1150 km/h, at height of not less than 30
strength of ejection
m over ground relief;
equipment
(iii) 1150 to 1200 km/h, at flight altitude of not less
than 1000 m;
Providing time tor
(c) during aircraft descent, at altitude equal in magnitude to
operation of
vertical velocity multiplied by four (without taking into
parachute system
account the time required for adopting decision and
elements
preparing for ejection);
WARNING: Should it become necessary to abandon the aircraft in

flight, take all measures possible before ejection so that the
airspeed does not exceed the above limitations.
Ensuring conditions
26. It is permissible to jettison the canopy at airspeeds of 400 to for canopy to clear fin
700 km/h in straight flight at altitudes below 5000 m safely
27. Flight with the canopy jettisoned may be performed under any
conditions.
To ensure normal
28. All flights, irrespective of airspeed and altitude, shall be oxygen supply tor
performed with the use of oxygen equipment. pilot in flight, protect
his lungs from oxygen
29. Flights over water shall be made with use of sea survival
overpressure effect
equipment.
(should cabin get
depressurized),
reduce effect of g-
loads on pilot's body,
protect him against
radiological and
bacteriological
warfare agents and
smoke in cabin, to
permit flying through
chaff clouds and to
ensure safe ejection
Aircraft Systems limitations Cause
30. It is allowed to fly with the AFCS engaged in RECOVERY mode, Accuracy of altitude
for stabilization of heading and altitude, at altitudes not lower than hold
100 m over ground relief
To ensure stable run
31. It is forbidden to engage the AFCS into RECOVERY mode for of engine due to
training purposes when the pitch angle is more than +50o at negative and near-
altitudes below 13,000 m, or more than +20o at altitudes above zero g-loads
13,000 m.
WARNING In aircraft equipped with the SAU-23ESN AFCS, when the

pitch angle becomes positive after the zero bank has been
established, or after the aircraft has automatically climbed from the
preset limit altitude, disengage the AFCS to recover the aircraft in
level flight manually
6. Cockpit instruments and equipment
If you’ve ever had the chance to fly a Soviet or Russian airplane in Lock-ON, Flaming Cliffs (1/2/3), or
now in DCS World, you must have noticed that most of the cockpit instruments are the same or very
similar. The philosophy behind the use of identical or similar instruments and equipment in all Soviet
planes (MiGs, Sukhois, Tupolevs, Yakovlevs etc.) was to enable easy maintenance, parts supply and
war field support to any kind of airplane, and to make it easier for the pilots to familiarize
themselves with the cockpits of different planes in the case of transfer from one plane type to
another. If you have experience with Soviet cockpit instruments use, then you can just briefly look at
this section and read some of the information explained here. However, if you are not well
introduced to Soviet cockpits, you should familiarize yourself thoroughly with the MiG-21BIS cockpit
instruments and equipment.
Metric system: The MiG-21BIS, like all other Soviet planes, mostly uses the
International System of units (SI), particularly measurements are based on meters
(length, altitude), meters per second (horizontal and vertical speed), angular
degrees (all sort of angles and angular velocities), liters (volume) and bars (pressure).
However, some non-SI units are also in use, like degrees Celsius (atmosphere and
engine temperature).
Cockpit segments and three-sign code
For easier orientation, the cockpit of the DCS MiG-21BIS can be divided into seven segments when
observed from the pilot’s perspective.
Three main segments are: right (R), central (C) and left (L) segments. The right and left segments
could be further divided into horizontal (H) and vertical (V) segments, while the central segment
could be divided into lower (L), main (M) and upper (U). The pilot’s stick is a separate segment
marked with two letters PS. When we need to explain a location of some instrument, switch, lever,
button or light in the cockpit, we will use this “map” to locate it by marking its position with a two-
letter code (like RV, CM or PS) and a number representing the switch.
Image 6.1: Cockpit segments. For easier in-cockpit orientation we will use a two-letter code like RH
(right-horizontal) or CM (central-main). This image is available for hi-resolution print
(Mods\aircraft\MiG-21BIS\Doc\Manual_Images).
R segment
R segment contains interface for

turning on/off all the airplane systems.
Along with that, RV segment contains
main radar control panel, radio
station channel selector and ARC
station selector.
Image 6.2: R cockpit segment.

Grouped switches are numbered from
left to right, top down. This image is
available for hi-resolution print
(Mods\aircraft\MiG-
21BIS\Doc\Manual_Images).
1. Emergency gears extraction lever 30. SARPP-12 Flight data recorder “Black
2. Aircraft distance transponder SOD-57 box” power switch
power switch 31. Emergency canopy jettison lever
3. Aircraft distance transponder SOD-57 32. Gsh-23 gun power switch
channels (wave) selector switch 33. ASP-PFD optical sight switch
4. Type 81 IFF transponder switch 34. Gun-camera power switch
5. Cockpit white-lights control knob 35. SRZO-2 (IFF) power switch
6. SPO-10 Radar Illumination Warning 36. SRZO-2 (IFF) control lights (emitter on,
System power switch code on, decipher on) + channel selector
7. ARC operating mode switch (COMPASS / 37. ARC frequency range selector knob
ANTENNA) 38. Emergency Transponder + SRZO-2 (IFF)
8. ARC channels selector buttons self-destruction control panel
9. Radio station volume control knob 39. Electric Bus No.2 circuit breaker
10. Radio or compass sound selector switch 40. Fuses/circuit breakers box
11. Radio noise squelch switch 41. Battery heating switch
12. Radio channel window 42. Electric current converter PO-750 No 2
13. Radio channel selector knob switch
14. Nose cone power switch 43. Electric current converter PO-750 No 1
15. Auxiliary hydro pump switch switch
16. Trimmer power switch 44. Air bleed doors 1.5 Mach test button
17. Radio station power switch 45. Aircraft distance transponder SOD-57
18. ARC power switch PVU-1 and PVU-2 control block test
19. Radio altimeter power switch buttons
20. RSBN/PRMG power switch 46. Panel-text red backlights control
21. KPP main/aux power switch 47. Test button for disengaging the ailerons
22. NPP power switch boosters
23. Autopilot power switch 48. Instruments red backlights control
24. Autopilot pitch channel power switch 49. AC generator switch
25. Heating for IR/SARH missiles and Gun- 50. SPRD rocket boosters jettison power
camera supply switch
26. IR/SARH missiles master arm power 51. SPRD rocket boosters starter power
switch supply switch
27. Pylons 1-2 power switch 52. Battery switch
28. Pylons 3-4 power switch 53. DC generator switch
29. Formation lights switch (central – off, 54. Emergency current converter power
up – medium, left - weak, right – strong) switch
55. Gyros for DA-200, NPP, SAU and radar 65. RP-22 radar low altitude light
switch 66. RP-22 radar fixed beam switch
56. Gyros for NPP, SAU, radar and KPP 67. RP-22 radar fixed beam light
switch 68. Red-floodlights control
57. 3rd fuel tanks group pump switch 69. Warning lights group/test and backlight
58. Canopy air conditioner open/close control knob - Fuel systems
handle 70. Warning lights group/test and backlight
59. 1st fuel tanks group pump switch control knob - Engine/Main systems
60. Dispense fuel tank pump switch 71. Aircraft distance transponder SOD-57
61. Main and auxiliary air pressure gauge modes control panel
62. RP-22 radar main mode switch 72. ARC sound control knob (for Morse NDBs
(off/standby/on) codes)
63. RP-22 radar error light 73. Aircraft distance transponder SOD-57
64. RP-22 radar low altitude / sidebeam interrogation button
compensation switch
C segment
C segment is the main pilot-aircraft information interface. Here the pilot reads most of the
information needed to fly the plane, perform combat operations and manage the airplane’s weapon
system.
Image 6.3: C cockpit segment. Grouped switches are numbered from left to right, top down. This
image is available for hi-resolution print (Mods\aircraft\MiG-21BIS\Doc\Manual_Images).
1. Gun ready light 31. ASP-PFD distance scale needle
2. ASP-PFD master mode select switch 32. SUA (high AoA light warning system)
3. AA missile type select switch 33. Gun-camera (not visible on presented
4. Gun load/reload button 1 image)
5. Gun load/reload button 2 34. SPO-10 night/day mode selector
6. Gun load/reload button 3 35. SPO-10 test button
7. Pylon and weapon type selector knob 36. SPO-10 volume/mute knob
8. ARU-3VM gauge 37. Accelerometer
9. Nosecone position gauge and emergency 38. Aircraft distance transponder SOD-57
manual control emission indicator light
10. Anti-icing system lever (deicing front 39. UUA-1 (AoA) gauge
cockpit) 40. RS-2US missile 1 readiness light
11. RSBN/PRMG operating mode selector 41. RS-2US missile 2 readiness light
switch (descend, navigation, landing) 42. R-60 missiles readiness light
12. ASP-PFD launch authorized light 43. RSBN distance indicator
13. ASP-PFD gun/rocket-missiles switch 44. Pitot tube selector lever (main, auxiliary)
14. ASP-PFD firing/bombing switch 45. RP-22 radar jamming filter continuous
15. ASP-PFD auto/manual switch mode button
16. ASP-PFD missile launch distance scale 46. RP-22 radar jamming filter intermittent
17. ASP-PFD target size knob mode button
18. ASP-PFD target size scale 47. RP-22 radar jamming filter passive mode
19. ASP-PFD piper mode missile/gyro mode button
lever 48. RP-22 radar jamming filter weather mode
20. ASP-PFD scale backlight control knob button
21. ASP-PFD fixed-net light control knob 49. RP-22 radar jamming filter interrogation
22. ASP-PFD fixed-net on/off switch mode button
23. ASP-PFD piper on/off switch 50. RP-22 radar jamming filter low-speed
24. ASP-PFD piper light control knob mode button
25. ASP-PFD angular correction knob 51. RP-22 radar self-test button
26. ASP-PFD angular correction scale 52. RP-22 radar reset button
27. ASP-PFD backlight preset knob (not 53. Engine RPM gauge (tachometer)
intended for pilot’s use, pre flight setup) 54. Low oil pressure light
28. ASP-PFD break-off attack light 55. Radar screen with controllable sun-filter
29. ASP-PFD lock-on light 56. Engine exhaust temperature gauge
30. ASP-PFD distance scale
57. Warning lights group/test and backlight 80. Radar screen magnetization - erase
control knob - control systems button
58. Fuel quantity gauge + setting knob 81. M meter and TAS meter gauge
59. Gyro reset indication light (for SAU, NPP 82. NPP course system + 3K course set knob
and radar gyros) 83. DA-200 combined vertical velocity – slip
60. Hydro pressure gauges (command and and turn gauge
main hydro systems) 84. Radio altimeter gauge
61. External stores emergency jettison 85. KPP gauge
button - outer (pylon 3-4) 86. KPP gyro reset button + horizontal set
62. External stores emergency jettison knob
button - inner (pylon 1-2) 87. Barometric altimeter + atmospheric
63. Emergency nose gear release handle pressure set knob
64. Warning lights group/test and backlight 88. IAS instrument
control knob - UB pods 89. Low altitude warning light
65. Warning lights group/test and backlight 90. Emergency brakes lever
control knob - weapons 91. SPRD rocket boosters start button
66. Battery capacity meter gauge 92. Far-near landing NDB switch
67. Gear brakes air pressure gauge (left and 93. SORC - main warning light button/light
right main gears) 94. Wing fuel tanks jettison button
68. Cockpit altitude and pressure gauge 95. NPP course magnetic correction button
69. Radio altimeter low altitude selector 96. ARC to landing NDB frequency self-
knob adjustment indication light
70. Oil pressure gauge 97. Nosegear brake lever
71. Emergency A-A missiles launch button
72. Tactical release “bombs armed” warning
light
73. Tactical release switch (for bombs only)
74. Main Pitot tube, mirror, AoA sensor
heater switch
75. Auxiliary Pitot tube heater switch
76. Volt meter gauge
77. Clock, stopwatch, time-of-flight
stopwatch gauge
78. SAR missile radar frequency selector
(Training / Live) switch
79. Radar screen illumination gain (not
intended for pilot’s use)
L segment
L segment holds the engine

management interface along with
engine nozzle controls,
gears/flaps/brakes controls, the ARU-
3VM control panel, RSBN/PRMG
control panel, life support system
interface, and important emergency
engine controls.
Image 6.4: L cockpit segment. Grouped

switches are numbered from left to
right, top down. This image is available
for hi-resolution print
(Mods\aircraft\MiG-
1. Anti-g suit air pressure lever (not 27. ARU-3VM operating mode selector
intended for pilot’s use) switch (automatic/manual)
2. Engine emergency O2 pressure gauge 28. Missile lock sound volume knob
3. Electric Bus No.1 circuit breaker 29. ARU-3VM control switch (HI-speed/LOW-
4. Engine start-up button speed) (has affect in manual mode only)
5. Engine start-up mode switch (start-up / 30. Opening drag chute button
cold start (bow out)) 31. RSBN test button
6. Engine compressor anti-surge doors 32. Gear ABS brake system switch
control switch (automatic/manual) 33. Afterburner and 100% RPM (“maximal”)
7. Nose cone control switch engine nozzle control switch
(automatic/manual) 34. In-flight engine start-up system switch
8. RSBN/ARC mode selector switch (100% O2 engine supply)
9. Hermetic helmet glass fast heating 35. Fire extinguisher system switch
button 36. Engine start-up system switch
10. Hermetic helmet glass heating mode 37. Engine fire extinguisher button
switch (automatic/manual) 38. Cockpit pressurization lever
11. Ejection seat up/down set switch 39. Pilot O2 level gauge (also breathing
12. Emergency nozzle 2 position switch indication)
(maximal and afterburner) 40. Aircraft lights (landing, taxi, retracted/off)
13. Hermetic suit pressure control knob 41. Canopy lock lever
14. Cockpit air-conditioning 4 positional 42. Cockpit lock/pressurization warning light
switch 43. Landing gears lever safety lock
15. SPS (BLC) switch 44. Landing gears lever (up, neutral, down)
16. Aircraft distance transponder SOD-57 45. Landing gear warning light
identification button 46. Landing gears up lights
17. RSBN sound control knob (for Morse 47. Landing gears down lights
NDBs codes) 48. Flaps out light
18. RSBN zero azimuth set button 49. Airbrakes out light
19. RSBN azimuth correction light 50. Warning lights test and backlight control
20. RSBN distance correction light knob - gears, flaps and airbrakes
21. RSBN azimuth correction switch 51. SAU-23ESN autopilot landing mode
22. RSBN distance correction switch directional button-light
23. RSBN navigation channel indicator 52. SAU-23ESN autopilot landing mode
24. RSBN navigation channel selector knob automatic button-light
25. RSBN landing channel indicator 53. SAU-23ESN autopilot level hold button-
26. RSBN landing channel selector knob light
54. SAU-23ESN autopilot disengage landing 66. Flaps landing position button
modes button 67. Flaps take-off position button
55. SAU-23ESN autopilot stabilization light 68. Flaps retracted position button
56. SAU-23ESN autopilot low altitude mode 69. Flaps position reset button
switch 70. Jettison drag chute button
57. Second (emergency) afterburner on/off 71. Life support - 100% O2 switch
switch 72. Life support - emergency O2 switch
58. Ailerons hydro boosters switch 73. Life support - helmet ventilation switch
59. Pilot’s O2 pressure gauge 74. Hermetic suit pressure control lever
60. SPRD rocket boosters jettison button 75. UK-2M Radio station microphone
61. Airbrake control switch amplifier GS/KM switch
(extracted/retracted) 76. UK-2M Radio station microphone
62. Radio PTT button amplifier preset knob (not intended for
63. Throttle rotating cylinder (control radar pilot’s use)
TDC gate or ASP piper size) 77. UK-2M Radio station microphone
64. Throttle movement locking lever amplifier M/L switch
65. Throttle engine-stop and locking lever
PS segment
The Pilot’s stick holds weapon and SAU management switches.
Image 6.5: PS cockpit segment. This image is available for hi-resolution print (Mods\aircraft\MiG-
1. Gun trigger (upward position – SAFE, downward position – ARMED, pulled – FIRE)
2. Trimmer button (pitch only)
3. Autopilot “recovery” mode engage button
4. Autopilot disengage button (for Recovery and Stabilization modes only)
5. Radar lock-on button (also pipper stabilization when using ASP optical sight)
6. Bomb, rockets, missiles fire button (under visible red cap)
7. Ejection handle
8. Gear brake lever
9. Fuselage (center) fuel tank jettison button
Instruments and control panels
Clarifications: all cockpit information presenting devices are called “instruments”;

some of them are often called by their abbreviated codes, like in the case of the
NPP or KPP. Some instruments are – at the same time – instruments and control
devices or control panels. If they are not exclusively control panels, we will
consider them instruments.
To more easily explain cockpit instruments and control panels, we will separate them into three
categories: flight and navigation, engine and flight-controls, and weapons systems. Every category
could be further divided into subcategories. As you progress in learning on how to distribute your
attention to different instruments and control panels in a stressful situation, especially when you
have to “extract” only important information from the whole, you will develop your own “attention-
distribution model”, and find your own essential instruments and controls for every situation.
Flight and navigation instruments and control panels
Warning: Whenever the outside temperature is around or below 0oC (at any altitude) the
pilot should turn-on the Pitot tube heating (CL31 and CL32). Although the MiG-21BIS Pitot
installation is not prone to freezing due to speed dynamic heating (air-friction heating
effect), freezing might still happen.
IAS indicator
The IAS indicator (US-1600) shows Indicated Airspeed up to 1600

km/h. It has one needle (2) and one window (1). This window will
show “1” when IAS is >1000 km/h.
Operational requirements: None. The Instrument will work as long

as the main Pitot installation is in order (if the main Pitot
installation fails, switch to the auxiliary Pitot installation using the
lever: Pitot tube selector lever (CU44)).
Dependence on other systems failures: Failure of main Pitot installation. Frequent cause is Pitot
tube freezing.
Barometric altimeter
The Barometric altimeter (VDI-30K) measures barometric altitude

up to 30km. The small needle (2) points to an altitude in km (scale
3) while the big needle points tens of m (1). The pilot can set the
desired atmospheric pressure in window (5) using button (6).
Operational requirements: None. The instrument will work as long

as the main Pitot installation is in order (if the main Pitot
installation fails, switch to the auxiliary Pitot installation using the
Pitot tube selector lever (CU44).
Dependence on other systems failures: Failure of the main Pitot installation. Frequent cause is Pitot
tube freezing.
Attitude directional indicator – ADI
The Attitude Directional Indicator (KPP-1, often referred as

AGD), shows airplane attitude: bank (7), pitch (3) and slip (8).
It holds the RSBN/PRMG directional needles (6) which are
shown if the RSBN is selected as the main radio-navigation
source, along with the active RSBN station which is in range.
It also holds auxiliary PRMG (Russian ILS) needles (2) which
show aircraft position in reference to a localizer (or selected
radial) and glide slope signals (or descent rate). If there is a
need to reset the KPP gyro, use button (1). During a reset,
the airplane must be in straight, horizontal flight with no slip
(use other instruments to control your flight). Reset usually
takes 3-4 seconds and is indicated with warning light. Button (9) serves to change the pitch setting if
needed.
Operational requirements: Gyros for NPP, SAU, radar, KPP switch (RH56) and Gyros for DA-200,
NPP, SAU, radar switch (RH55), KPP main/aux power switch (RV21) in either position (down
position is “auxiliary”, up position is “main”); “main” is obligatory for normal operations.
Dependence on other systems failures: Total electric system failure. Otherwise, it will never fail.
Precautions: Some other systems use KPP state to calculate their parameters (like autopilot). If the
KPP is not working as expected, even after few resets, switch to the auxiliary backup.
Course system
The Course System (NPP) is a complex instrument

showing current magnetic heading, direction to a
selected NDB or RSBN station (9, pointer at tail),
desired course or radial (6, pointer at head, set up
with button 5), correct reception of localizer (3, K -
“kurs”) and glide slope (8, G - “glisada”) signals,
aircraft position in reference to localizer and glide
slope signals (central white needles), relative angles
necessary for landing pattern creation (7) and relative
course system (2). Since the NPP is a gyro-magnetic device, it has to be adjusted to the Earth’s
magnetic field. To adjust it, press and hold the NPP course magnetic correction button (CM95); you
will see that the compass circle is adjusting. Once it stops, you can release the button. In normal
conditions, you need to do this only once before taxiing.
Needle (9 is needle tail) will point to active ground station with circled end towards the station. If the
RSBN system is selected using proper settings with RSBN navigation channel selector knob (LV24)
and RSBN/ARC mode selector switch (LV8), the distance to the RSBN station
will be shown on the RSBN distance indicator (CM43). The pilot can set up the
desired course (e.g. runway landing course, next route leg course etc.) using
button (5); the needle (6) will move according to pilot’s input. When PRMG is
active and your on-board equipment is receiving signals, windows (3) and (8) will become black. If
something is wrong (e.g. no particular signal, weak – unreliable signal, out of signal range etc.) one
or both windows will become white. When in PRMG mode, the pilot uses the localizer and glide path
needles (located in center of NPP) to fly the plane along the landing approach path. In VFR meteo
conditions, and particularly over an unfamiliar airbase, the pilot can use indexes (7) to fly along a
landing pattern based on the RSBN located at that airbase. More on RSBN/PRMG use in the
navigation section. If the pilot needs a quick definition of polar courses, scale (1) gives 10o references.
Operational requirements: Gyros for NPP, SAU, radar, KPP switch (RH56) and Gyros for DA-200,
NPP, SAU, radar switch (RH55), ARC power switch (RV17), RSBN/PRMG power switch (RV20), NPP
power switch (RV22), NPP course magnetic correction button (CM95) for magnetic synchronization
(occasionally, if needed), correct RSBN and ARC settings on their respective control panels ARC
channel selector (RV8) and RSBN navigation channel selector knob (LV24).
Dependence on other systems failures: Course indication will fail with a total electric system failure,
gyros failure or become unreliable if the magnetic sensors suffer failure (extremely rare). Otherwise,
course indication won’t fail. RSBN, PRMG and NDB information might be absent if their system does
not operate correctly or no signal is present. Either way, needle 9 will settle in right 045o position
without moving, indicating that radio navigation is not operational (either ARC or RSBN, or both).
Pilot can confirm that the system is not receiving signals by hearing a noise sound. Otherwise, the
appropriate Morse code of a tuned ground station will be heard.
Precautions: NPP should be thoroughly checked before takeoff. Check the course indication while on
the runway (compare runway course with indication). Use the NPP course magnetic correction
button (CM95) to align course scale to Earth’s magnetic field. Check NDB and RSBN signals while on
the ground. Tune at least 2 different stations in range, wait for needle movement and then listen to
the Morse code. If needle (9) deflects 045o to the right, check for a Morse code sound, and if
needed, compare other information to make sure whether the NPP is operating as expected.
Combined indicator DA-200
The DA-200, often referred to as the “variometer”, will give you

precise information about vertical velocity up to 20 m/s, and
rough information from 20 m/s to 200 m/s. The Slip ball (2) will
indicate slip, while the turn indicator (3) will show you the turn
rate. This indicator is specially designed to indicate bank up to 45o
in steps of 15o when the airplane is flying at 500 km/h IAS. The
purpose of this function is to replace the KPP if it fails, and enable
safe landing pattern creation.
Operational requirements: For turn indication, Gyros for DA-200,

NPP, SAU, radar switch (RH55) must be on. The instrument will work as long as the main Pitot
installation is in order; if the main Pitot installation has a failure, switch to the auxiliary Pitot
installation using the lever: Pitot tube selector lever (main/aux) (CU44).
Dependence on other systems failures: Failure of the main Pitot installation or gyro 1 (turn
indication only). Frequent cause is the Pitot tube freezing. Other causes are moisture in installation
and failed hermetization (air-seal).
M and TAS meter
Thick needle (1) shows the M number starting from 0,6 M. Thin
needle (2) shows the TAS starting from 600 km/h (on 0,6 mark).
Scale indication follows this logic.
Operational requirements: None. Instrument will work as long as

the main Pitot installation is in order. If main Pitot installation fails,
switch to auxiliary Pitot installation using Pitot tube selector lever
(main/aux) (CU44).
Dependence on other systems failures: Failure of main Pitot installation. Frequent cause is the Pitot
tube freezing.
Radio altimeter
The Radio Altimeter shows the altitude above ground (AAG) up to

600m. Altitude is being measured directly below the aircraft,
ignoring banks and pitches up to 20o. It is good to know its scale by
heart, so that the pilot can tell his AAG with one quick glance at
the instrument. The pilot can set up the low altitude warning (or
turn it off) using Radio altimeter low altitude selector knob (CL69).
If the proper mode is selected, the autopilot will recover the plane
from a low altitude zone. To turn this autopilot feature on/off use
the Autopilot low altitude mode switch (LV56). Low altitude
recovery (autopilot feature) is not operational if your landing gear
is extended and will not operate correctly if the aircraft’s
bank/pitch is more than ±20o.
Operational requirements: Radio altimeter power switch (RV19), Radio altimeter low altitude
selector knob (CL69), if coupled with Autopilot low altitude mode switch (LV56).
Dependence on other systems failures: Will fail if the DC generator fails.
Precautions: If the autopilot is used in low altitude recovery mode, recovery can be blunt.
Accelerometer
The Accelerometer shows current (1) and maximum/minimum g-

load (3) achieved during flight. Maximum and minimum loads can
be reset using button (4). This is a very important instrument,
especially if the aircraft has external loads and g-load needs to be
controlled to avoid the load falling off, possibly damaging the
airframe or other planes in formation, or causing damage to
civilian infrastructure or people.
Operational requirements: None.
Dependence on other systems failures: None.
Precautions: None.
AoA indicator
The UUA-1 shows current AoA (3). Readings are precise if IAS>100
km/h and flaps are retracted. If flaps are extended, readings are 2-
3o smaller than the actual AoA. The yellow-black sector (2)
indicates the best performance zone (maneuverability considering
AoA) while the red-black sector (1) indicates the danger AoA zone
(critical AoA is 33o, which - if exceeded - will cause a stall, possibly
followed by spin). A pilot can safely perform maneuvers up to 28o
AoA at any altitude and speed (except if other limits exist, such as the g-load limit).
A dangerous approach to the critical AoA zone is followed by SUA – high AoA light warning system
(CU32); this light warning system is abbreviated SUA. SUA will activate depending how fast the pilot
approaches critical AoA: the faster the increase of AoA – the earlier the SUA will activate (as early as
22o).
Dependence on other systems failures: DC Generator.
Precautions: None.
ARU-3VM gauge
The ARU is a device that controls the ratio between stick pitch and
horizontal tail movement. The ARU-3VM gauge shows the current
position of the ARU arm transpositioned to a speed-altitude scale.
The Speed scale (1) and altitude scale (2) serve to provide a rough
orientation whether the ARU system functions as expected. For
example, the ARU should be at “long arm” (needle to utmost left,
maximum horizontal tail deflection available) if the speed is <=450
km/h, and at “short arm” (needle to utmost right, partial horizontal tail deflection available) if the
speed is >850 km/h. Reverse logic follows the altitude rules (the higher the altitude, the longer the
arm). However, the ARU works by combining IAS and altitude in a complex way, so most of the time
the needle will be between extreme positions. The ARU is designed to operate in an automatic mode;
if needed, the pilot can switch it to manual mode.
Operational requirements: For normal ARU functionality the ARU-3VM operation mode switch
(LV27) should be in “AUTOMATIC” position.
Dependence on other systems failures: The ARU; while not prone to failures, can do so. In that case,
the pilot should start decreasing IAS immediately, and change the ARU operational mode to
“MANUAL” using the ARU-3VM operation mode switch (LV27) switch, and using the ARU-3VM
control switch (LV29). Then, use the ARU indicator to set the ARU arm to the appropriate position
according to IAS criteria. For example, if IAS is 600 km/h, the pilot should move the needle to index 6
at the outer scale, abort the mission and perform an emergency landing.
Precautions: The ARU should be at the “long arm” (needle outmost left) position prior to landing
and when flying at altitudes >7000m. ARU failure – especially total failure including inability of
manual control – is a very dangerous situation: two worst case scenarios is landing with only partial
functionality of the horizontal tail (aircraft is non-responsive, rough landing or crash), and in-flight
horizontal tail over-functionality (aircraft is over-responsive, dangerous g-loads and uncontrollable
oscillations around Y axis).
Nosecone position indicator
The Nosecone position indicator (UPES-3) shows the current

nosecone position in % of maximum extended position (white
needle). In case of automatic control system failure, the pilot can
switch to manual by using the Nosecone control switch (LV07). A
particular nosecone position is set-up by using knob (3) and
moving the black-white needle (2) to the appropriate position. As
the pilot moves the needle (2), the white needle (1) will follow,
indicating that the cone is moving to the desired position. In case of manual control, the pilot should
follow the nosecone position instructions given in following table:
Table 6.1:
landing (gears speed speed 1,4- speed speed

extracted) <1,4M 1,6M 1,7M >1,8M
0% 20% 25% 35% 40%
Operational requirements: Nose cone power switch (RV14) on, Nosecone control switch (LV07) in
“AUTOMATIC” mode.
Dependence on other systems failures: Failure of the PO-750A No1 converter: nosecone will fully
extend. Possible complications include changed engine sound, decreased thrust, vibrations and
compressor surge. In this case, the pilot should first read the M number, then move the black-white
needle (2) to the appropriate position using knob (3), and finally switch to “MANUAL” control using
the Nosecone control switch (LV07). Abort the mission and perform an emergency landing. Prior
gear extension, lower the IAS to 500 km/h and then set the cone to a retracted position (0%). Keep
in mind that nosecone failure could be complicated to manage if combined with other failures such
as engine nozzle failure (loss of all thrust, most likely only one landing attempt available).
Precautions: The Nosecone won’t operate if landing gear are extended: the pilot can check its
functionality while on the ground with extracted gears by pressing and holding button LV50 for a few
seconds. By doing so, the nosecone will start to move. This operation should be kept very short, as it
could cause engine surge if prolonged. After takeoff and gear retraction, the pilot should pay
attention that the nosecone is extending.
PPS
PPS indicates the state of the landing gear, flaps and air
brakes. Warning light (LV45) indicates that flaps are
extended while the landing gear is retracted; the message
reads “Extract landing gears”. Light (LV48) indicates that
flaps are extended. Light (LV49) indicates that air brakes are
fully extended.
Dependence on other systems failures: Total electric failure.
Precautions: None.
Flaps control panel
The Flaps Control Panel is used to operate flaps and

indirectly indicate flaps position. Button (LV68) retracts the
flaps, while buttons (LV67) and (LV66) serve to set the flaps
to takeoff (25o) or landing positions (45o), respectively.
Button (LV69) serves to set all the control buttons to
upward position (to relieve the buttons’ springs when
aircraft is not in use; no in-game practical use).
Precautions: None.
Radio station control panel
The Radio Station Control panel holds 20 preset radio

communication channels (marked 0-19, 0 being the 20th channel)
which can be selected by rotating the cross shaped selector (RV13)
to either side. Channels are shown in a window (RV12). Switch
(RV10) selects the audio source between radio station only or
radio station and NDB station simultaneously. Switch (RV11) is a
“noise cancellation” switch: if there are difficulties in receiving a
signal from a distant station, the pilot can turn off “noise
cancellation” and increase receiving capabilities of radio. In this
case, the emitting station will be heard more prominently, but the
pilot will hear permanent background noise.
Operational requirements: Radio station power (RV17) on.
Dependence on other systems failures: The failure of the PO-

750A No1 converter or failure of radio station itself. Radio station
failure is recognized by an absence of signals on any selected
channel, and absence of self message in the pilot’s headphones when message transmission is
attempted. If the PO-750 No1 fails, which can be identified by simultaneous failure of the radio
station, ARC, engine oil pressure gauge, nosecone extraction and fuel quantity indicator, pilot should
turn on Emergency current converter power switch (RH54).
Precautions: The Radio needs around 5-10 seconds to heat-up and start operating at maximum
efficiency.
Setting and using the radio station
The Radio station is turned on with the RV17 switch. When this switch is in the DOWN position, your
radio station will serve as intercom station. In this mode you can talk to the ground crew in case you
want to make repairs on the aircraft or to refuel / rearm the aircraft. In other cases you should pace
this switch to UP position which will turn-on the radio station. To use it, you will have to know which
channel to set in order to send/receive massages to/from certain stations such as air-traffic control
(ATC), ground controlled interception station (GCI), airborne warning and control systems (AWACS)
or other aircraft groups.
You will most often contact ATC, so all the channels required are already preset to most of the ATCs
in the current Black Sea map. In order to see the frequencies assigned to all 20 channels, open your
mission in Mission Editor, select (or place) your aircraft on the map, and then open radio station tab.
You can assign any frequency to any channel you want, but you should use the channels that are
assigned to the ATCs which you won’t use in your mission. The best option is to use the first two
channels (0 and 1) since they are not assigned to any ATC.
You can see the list of preset ATC channels if you open your
Kneeboard (RCtrl + Up arrow) and browse to the left (RCtrl + Left
arrow) until you reach “Radio channels” page.
Radio stations have a certain range that depends on several things.

For reference, you should expect a maximum range of the on
board radio station to vary between 200 and 250km.
ARC main control panel
Note: See details on ARC use in Navigation chapter (MiG-21BIS radio navigation).
The ARC main control panel holds 9 preset NDB station frequencies. The
pilot selects the desired NDB station by pressing the appropriate channel
button. Small windows with channel numbers are illuminated during
night flights. Since a similar control panel exists in the aircraft nose on
ARC station itself, button (1) serves for control handover, in case the
control remained on nosecone control panel. E.g. after station repairs or
checks (no practical use in game). In order to hear NDB Morse code
(station identifier), the pilot should use the radio station switch (RV10)
(see Radio station control panel). Sound volume of the received Morse
code is controlled with the ARC sound control knob (RV72). In an
emergency, the ARC could also be used as a voice radio station receiver
(no emitting capabilities) by switching the operating mode from
“COMPASS” to “ANTENA” (no practical use in game).
Operational requirements: ARC power switch (RV17) on, ARC sound

control knob (RV72), Radio or compass sound selector (RV10) on
“COMPASS”
Dependence on other systems failures: Failure of PO-750A No1

converter or failure of ARC itself. ARC failure is recognized by ARC needle pointing to 045o without
moving, and absence of Morse code identifiers at any selected NDB station. If PO-750 No1 fails,
which can be identified by simultaneous failure of radio station, ARC, engine oil pressure gauge,
nosecone extraction and fuel quantity indicator, pilot should turn on Emergency current converter
power switch (RH54).
Precautions: The ARC needs around 5-10 seconds to heat-up. Prior takeoff, the pilot should check
ARC reliability by selecting at least one NDB station within range (if available in game), checking that
the ARC needle is showing appropriate values and listening Morse code. Note that the NDB station
range increases with altitude, and could be severely degraded with obstacles such as hills and
mountains.
RSBN/PRMG control panel
Note: RSBN/PRMG is implemented using simulated airport stations using the main airport
runway position and direction for navigation and landing calculations and visual
information presentation. More on RSBN/PRMG principles and use in the Navigation
chapter (MiG-21BIS radio navigation).
Knob 23 is a RSBN channel selector, while knob 26 is the

PRMG channel selector. Information lights 19 and 20 are
illuminated when appropriate signals (navigation and
landing) have been acquired. If signals are weak or the
ground station is out of range, one or both lamps are off.
Volume control 17 is used to adjust the volume of a RSBN
station’s Morse identification code. Apart from these
controls, button LV31 is used to send test signals to RSBN
and PRMG receivers: when RSBN test button (LV31) is
pressed and held, ARC/RSBN needle on NPP turns to point
to azimuth 177o, while RSBN distance indicator (CM43)
rolling distance counter to show 199km. After RSBN test
button (LV31) is released, mentioned instruments revert to
their normal operating mode. When utilizing both ARC and RSBN at the same time, pilot needs to
select which station is to be pointed to on NPP by selecting either ARC or RSBN with RSBN/ARC
mode selector switch (LV8). Selection has no effect on RSBN distance indicator (CM43) which will
always point to RSBN station if its signal can be acquired and RSBN receiver is turned on.
RSBN/PRMG operating mode selector switch (CV11) is used to select RSBN receiver operating mode.
Pilot can select one of 3 modes: cloud penetration (descend), navigation, and landing. These modes
are explained in Navigation chapter / MiG-21BIS radio navigation.
Operational requirements: RSBN/PRMG power switch (RV20), KPP power switch (RV21), NPP
power switch (RV22), RSBN/ARC mode selector switch (LV8) to “RSBN”, RSBN/PRMG operating
mode selector switch (CV11) to appropriate position.
Dependence on other systems failures: Failure of PO-750A No1 converter or failure of RSBN/PRMG
system. If PO-750 No1 fails, which can be identified by simultaneous failure of radio station, ARC,
engine oil pressure gauge, nosecone extraction and fuel quantity indicator, pilot should turn on
RH54 emergency converter power switch. RSBN/PRMG partial failure could be recognized by
absence of signal acquisition (lights 19 and 20 are off), lack of station’s Morse code sound, improper
needle behavior (the NPP needle is turning randomly or the needle is stationary pointing to 045o
right) and fixed distance on RSBN distance indicator (CM43). Failure of PRMG could be recognized
by blinks of NPP localizer and glide path windows, or permanent “no signal” windows state (white).
Precautions: The RSBN/PRMG needs around 5-10 seconds to heat-up. Prior takeoff, the pilot should
check RSBN reliability by selecting at least one station within range, and checking whether the
RSBN/ARC needle indication is correct and listening to Morse codes. Note that the RSBN station
range increases with altitude, and could be severely degraded with obstacles such as hills and
mountains.
Note: RSBN/PRMG stations ranges depend on altitude and distance. Generally, when on
the ground, you will be able to check only the stations which are located closely to the
airport from which you are taking off. Signals from remote stations could be acquired
from certain altitudes. Obstacle signal interference could be experienced if flying near
mountains or other obstacles that interfere with line-of-sight between aircraft and ground
station. Interference may vary from a small deviation in indication to a complete loss of
signal.
Automatic flight control system (AFCS, SAU) control panel
The AFCS (SAU, sometimes referred simply as autopilot or

abbreviated “AP”) panel holds the major parts of SAU
controls, except for two control buttons located on the stick:
Autopilot “recovery” mode engage button (PS3), and
Autopilot disengage button (PS4). If engaged, “RECOVERY”
mode will try to recover the aircraft from any attitude to
level flight. Note that recovery is not always possible. The
Two button-light: Autopilot landing mode directional
button-light (LV51), Autopilot landing mode automatic
button-light (LV52) activate “DIRECTIONAL” or
“AUTOMATIC” SAU RSBN/PRMG landing modes. They are mutually exclusive (only one can be active
at a time). The Autopilot disengage landing modes button (LV54) disengages SAU selected
Autopilot landing mode directional (LV51) or Autopilot landing mode automatic (LV52). The
Autopilot stabilization button-light (LV53) activates the “STABILIZATION” SAU mode, which
dampens aircraft vibrations and stabilizes current aircraft position if stick is relieved of forces (using
trimmer) and not held. This is done by filtering stick inputs. Additionally, the SAU will try to stabilize
your heading and pitch (if your bank is small, lesser than ~10o) or your bank and pitch (if your current
bank is > ~10o). The pilot disengages this mode by using the Autopilot disengage button (PS4).
When “RECOVERY” mode is active by using the Autopilot “recovery” mode engage button (PS3), the
Autopilot recovery light (LV55) is on. The pilot disengages this mode by using the Autopilot
disengage button (PS4). The Autopilot low altitude mode switch (LV56) is used to activate or
deactivate the “LOW ALTITUDE” SAU recovery mode.
Operational requirements: Autopilot power switch (RV23), Autopilot pitch-channel power switch
(RV24), switches related to the KPP, NPP, radio altimeter, RSBN/PRMG (not necessary for basic
functions)
Dependence on other systems failures: All failures connected with the KPP, NPP, radio altimeter,
hydro system, ARU-3VM, along with SAU failure itself. The SAU must be turned off if these failures
occur to prevent the risk of a crash.
Precautions: SAU failures are not dangerous, except during approach and landing. If the pilot
suspects an error in the SAU system, he should first disengage the current SAU mode using Autopilot
disengage button (PS4), Autopilot disengage landing modes button (LV54) or Autopilot low
altitude mode switch (LV56) on the SAU control panel. If the situation doesn’t improve, the problem
might not be the SAU. However, the pilot could decide to turn off the SAU completely by using the
Autopilot power switch (RV23), and Autopilot pitch-channel power switch ( RV24).
Engine and flight-controls instruments and control panels
Engine RPM indicator
The Engine RPM indicator is a self contained system that uses

engine rotation to generate power and calculate the needles
position. It has a 0-110% scale, indicating the current percentage
of maximum allowed engine rotations per minute. Two needles (1
and 2) show current engine RPM state (RPM1 – low pressure
compressor, RPM2 – high pressure compressor). The difference in
rotations between low and high compressors is normal, and it decreases with an increase of overall
RPM. Usually, RPM2 is higher than RPM1, but RPM1 is used to set appropriate engine state. In this
manual you might find statements like “85% RPM” and it will always refer to RPM1 unless it is
otherwise mentioned.
Dependence on other systems failures: DC power; will fail if there is not any source of DC power.
Precautions: Outer border of this instrument is marked with blue, yellow and red colors. Note that
RPM1 should never exceed 103,5% and RPM2 should never exceed 107,5%.
Engine exhaust temperature indicator
The Engine exhaust temperature indicator (EGT) indicates exhaust

temperature in oC. Normal temperatures are up to 780oC without
afterburner, and up to 850oC with afterburner. These extremes
are rarely achieved, and the in-flight temperature usually reaches
740-750oC on afterburner.
Dependence on other systems failures: Will fail if PO-750 No2 fails. PO-750 No2 will fail if DC
generator fails. There is no emergency electric current converter that could replace the PO-750 No2,
so in case of PO-750 No2 failure, no temperature will be shown on the EGT.
Precautions: Temperature must never exceed 850oC.
Fuel quantity indicator and fuel state info panels
The Fuel quantity indicator shows

overall remaining fuel state in liters.
Knob (2) serves to set initial fuel
quantity (pre-flight setup). If the
fuel delivery system fails, e.g. fuel
from wing tanks is not being used
for some reason, indicated fuel
quantity will be higher than the
actual amunt available. Therefore,
the fuel state info panel (RV69) and externals stores info panel (CL65)
indicate remaining fuel quantity according to following table 6.2.
Operational requirements: Proper fuel quantity pre-flight setup.
Dependence on other systems failures: Will fail if PO-750 No2 fails.

PO-750 No2 will fail if DC generator fails. There is no emergency
electric current converter that could replace PO-750 No2, so in case of PO-750 No2 failure no fuel
flow will be registered. However, light warning system will be operational.
Precautions: In case of fuel quantity indicator failure, for by-heart calculations, assume average non-
afterburner consumption of 40 l/min.
Table 6.2:
Message
and light Source Meaning
color
if plane has fuselage tank, remaining fuel state is 3200-3000 l

“wings fuel
T-8 (CL65)
tanks empty” if plane does not have fuselage tank, remaining fuel state is
2700-2500 l
if plane had ventral (central external) tank, remaining fuel state

“ventral fuel is 2700-2500 l
T-4 (RV69)
tank empty”
if plane does not have ventral tank remaining fuel state is 2700 l
“1st fuel tank 1st fuel tank group is empty; turn-off 1st fuel group pump
T-4 (RV69)
group” (RH59); remaining fuel state is 700-1000 l
minimum fuel; around 12 minutes of flight remaining, land

“450 l left” T-4 (RV69)
immediately; remaining fuel state is 450-550 l
3rd fuel tank group is empty; turn-off 3rd fuel group pump
“3rd fuel tank
T-4 (RV69) (RH57); around 7 minutes of flight remaining, land immediately;
group”
remaining fuel state is 250-350 l
“dispenser T-10 low fuel pressure of no fuel; engine might stop anytime
fuel tank” (RV70)
Hydro pressure gauges
Hydro pressure gauges indicate pressure in both hydro systems:

main and command. Main hydro system (2) provides hydraulic
pressure for nosecone movements, engine compressor anti-surge
door operations, landing gear, flaps, airbrakes, engine nozzle, one
hydro-booster chamber of the horizontal tail, tyres breaking action
during gears retraction, equipment air-conditioning door
operations, and – in the case of command hydro system failure – it
provides the operation of aileron boosters. The command hydro system (1) provides pressure for
one hydro-booster chamber of the horizontal tail and ailerons boosters. If the pressure drops to 160-
175kp/cm2, a warning light on T-10 (RV70) will warn the pilot to pay attention to that particular
hydro system.
Dependence on other systems failures: Will fail if PO-750 No2 fails. PO-750 No2 will fail if the DC
so in case of PO-750 No2 failure, no hydro pressure will be shown. However, pressure will be
generated and pilot can rely on the light warning system which will still be operational.
Precautions: In any case of hydro system problems, the pilot should abort the mission and land. If
main system pressure is falling, it is a good idea to decrease IAS and extract landing gear to be ready
for an emergency landing. If the pressure is too low (below 110kp/cm2) landing gear must be
extracted using the emergency extraction system (more on emergency procedures in Emergency
procedures chapter). In this case, the flaps and airbrakes can’t be used, the nosecone will retract and
the engine nozzle will fully open, which seriously degrades the thrust and destabilizes engine
operation. This emergency situation is to be taken very seriously.
Voltmeter
The Voltmeter displays the voltage level in the DC system. The aircraft’s battery
should initially have 22.5-24.5V, while the DC generator generates 28.5V. If DC
generator fails, voltage will slowly drop. Refer to the Emergency procedures
chapter for more information concerning DC generator failure.
Precautions: In case of DC generator failure, remaining flight time is around 15 minutes, limited by
the capacity of the on board batteries.
Oil pressure gauge
The Engine oil pressure gauge displays the current engine oil
pressure. Normal engine oil pressure is 3-4kp/cm2. The Engine
low oil pressure warning light (CM54) will illuminate if the
engine oil pressure drops below 1kp/cm2 or metal particles are
detected in the engine oil. Detection of metal particles indicates
severe engine problems which can lead to total engine failure.
Dependence on other systems failures: Will fail if PO-750 No2 fails. PO-750 No2 will fail if the DC
so in case of PO-750 No2 failure, oil pressure will not be registered. However, the light warning
system will be operational.
Precautions: In case of low oil pressure, abort mission and land. Set the RPM at lowest necessary to
perform a successful approach and landing at the closest friendly airbase.
Gears handle
An important feature of DCS MiG-21BIS is the gears handle: it has

a locker that prevents retracting the gears during ground
operations. Whenever you start your mission, this locker (LV43)
will be in the locked position, preventing you from retracting the
gears. Before you retract your gears, you need to unlock it by
placing it in upper position. On the other hand, there is no
restriction when moving the gears handle to neutral or down
(extract gears) position. Neutral position is important: when you
retract your gears, compressed air is used to brake the tyres and
prevent them from rotating. Once you retract your gears, place
the handle in neutral position to prevent further consumption of
compressed air. If you forget to do this, you may waste all of your compressed air during flight, so
when you land, you won’t be able to use your brakes and drag chute, since these two important
systems consume compressed air as an energy source.
Aircraft lights
Cockpit lights
All cockpit light controls are located on the right side panels. There are
four knobs for cockpit illumination control. With knobs RH46 and RH48
you control the front panel instruments illumination (48) and text
illumination (46). Knob RV5 controls white light that illuminates right
vertical panel: this light is used during the start-up procedure. White
light is not suitable for night flights,
so after you start-up the engine and
turn on red lights, you should turn
this light OFF. Finally, red flood lights
are controlled by knob RH68. These
lights will illuminate the general
cockpit area with a red light suitable
for night flights.
Apart from these, you have a flashlight at your disposal. It might come handy when you start the
mission in pitch dark, ground cold. Default command for the flashlight is RCtrl + L.
External lights
External lights are positional lights and landing/taxi lights. Control switch
for positional (AKA formation) lights is located on the right vertical panel
(RV29). This switch has four positions: neutral position - lights OFF,
position 1 - small intensity lights, position 2 - medium intensity lights,
position 3 - maximum intensity lights.
The Landing/taxi lights switch (LV40) is

positioned next to the gears handle. It has three positions: 1 - lights off
(retracted), 2 - taxi, 3 - landing. Note that the DCS MiG-21BIS has
retracting lights: if you forget to retract them after take-off and you
reach IAS >700 km/h, you will damage and break them. Retract them as
soon as you retract your gears.
Table light signals and warnings
The MiG-21BIS has many light signals and warnings. Most of them are organized in logical groups
and assigned to appropriate containers - or “tables”. The placement of these tables around the
cockpit is dictated according to priority levels: the higher the table is located, the more important a
signal it holds.
Signals are colored in three colors: red - warning or very important information, orange - events that
require pilots attention and monitoring (like hydro pressure drop), green - ordinary information that
needs to be noted.
Signals can blink or go ON or OFF depending on the status of the system they monitor.
Tables 6.3: T-10 table (above) and T-4 table (below), located on RV cockpit side (see button RV70). T-
10 is a high-priority table containing different important signals, while T-4 is the fuel state table.
Most of your flying time will be spent looking at these two tables.
Engine start up Dispenser fuel tank
(means no fuel pressure or

about 80 liters remaining)
Afterburner engaged Emergency afterburner

engaged
DC generator not operational AC generator not operational
Engine compartment in fire Nozzle open
Monitor buster hydro system Monitor main hydro system

pressure pressure
Ventral fuel tank empty
1st fuel tanks group empty
450l remaining
3rd fuel tanks group empty
Tables 6.4: T-4 table (CM57). This is the table with high priority signals that are frequently triggered
in flight. Most of the time you will just check if those signals are either on or off, to make sure
systems are operating normally.
Marker
(on when over the one of landing NDBs). Will blink and beep marker
Morse code for about three seconds.
Cone out
Indicates cone is operational. As a general rule, cone should be in only

when landing gear is extracted.
Tail for landing
Indicates ARU system is set-up for low speed tail movements (max
movements). If this signal is ON and you have IAS > 450 km/h, your
ARU system is broken.
Trimmer neutral
Indicates trimmer is in neutral position.
Tables 6.5: T-4 and T-8 tables are weapons related. Low priority signals, most of them as “check and
forget” signals. You might look at these tables to make sure you dropped your bombs or that your
UB launchers are empty.
Rockets on pylon 3 in Wing drop Ventral fuel

zero position (empty) tanks empty tank
connected
Rockets on pylon 1 in Pylon 1 inner Pylon 2 inner

zero position (empty)
Rockets on pylon 2 in Pylon 3 outer Pylon 4 outer

zero position (empty)
Rockets on pylon 4 in JATO rocket JATO rocket

zero position (empty) left right
7. Takeoff and landing
Note: Apart from description in this manual, a set of interactive training missions
related to ground, takeoff and landing procedures are available with DCS MiG-
21BIS installation. You should read this chapter before attempting to fly those
missions.
Engine and aircraft systems start up
The MiG-21BIS is known as one of the fighter aircraft with the shortest engine and aircraft systems
start up time. In normal circumstances, maximum engine start up time is 45 seconds (usually around
35-40 seconds) while other systems start up and check time takes an additional 2 minutes, at most.
In emergency procedures, such as scramble situations, the aircraft is ready to takeoff in less than 60
seconds counting from the moment when the pilot entered the cockpit.
The start up procedure will be explained using a table with the following structure:
Table 7.1:
Switch or action Location Note Cockpit indication
text code text text or image
switch or action – denotes cockpit switch to be turned or pilot’s action to be

performed
image – image of the switch, lever, stick etc.
location – location of the switch, lever or else in the cockpit in two-letter code
and number
note – additional explanation of action, side-action or other important events

connected with current action
cockpit indication – if it exists, cockpit indication connected with current action

will be explained here using text and/or image
You should learn the start-up procedure and perform it the same way every time. Remember, the
start up procedure is the most important phase of the pre-flight preparation; making a mistake in
this procedure often leads to a prolonged start up, failed start, aircraft systems stress, and
complications during takeoff and flight.
Known for its short start-up time, the MiG-21 was often used in last
minute during real emergency operations: usually, early warning (EW)
crews postpone the decision to scramble MiG-21 fighters until the last
moment. This usually led to a “rush” among 21 crews who were trying
to spare some time during the start-up and taxi procedures in order to
compensate the EW crews’ lost time. Sometimes this led to problems in
aircraft systems operations eventually causing a mission abortion. After
many such occasions, 21 pilots adopted a rule: “You can not
compensate time that someone else already wasted. Never rush.”
Table 7.2: Start-up procedure. Print this table.
Switch or action Location Note Cockpit indications

Original Russian Text In English
ЗАПУСК ПО -750 No.1 1. PO-750 Current RV43 Turn this switch before start-up.
Converter On
ЗАПУСК ПО -750 No.2 2. PO-750 Current RV42 Turn this switch before start-up.
Converter On
ОБОГРЕВ АККУМ Battery heating RV41 Turn this switch before start-up.
АККУМ DC battery RH52 Check Voltage. Onboard battery not All red lights, PPS lights (gears green
less than 24.5V (unloaded voltage). lights), SORC, canopy warning light,
SLEDI DAVL x 2 + GENERATOR = +
SOPLO + RASHODNI BAK warning
lights on T-10 are ON, VIRAB PODV
BAKA on T-4 is ON (if no fuselage fuel
tank), STABILIZ NA POSAD + TRIMM
EFFEKT ST on T-4 are ON.
Генератор = DC Generator On RH53
Пожар оборуд. Fire Extinguisher On LV36
Рация Radio Power On RV17 Set up ATC channel. Radio light goes ON.
Самописец SARPP-12 "Black Box" On RV30 Press ANY of DAY-NIGHT buttons to
make sure ALL warning lights in
cockpit work (all lights are ON as long
as you hold the button). This includes
SUA and 3 green lights on ASP.
Contact tower, ask for - Upon start-up approved, proceed
start-up with the sequence.
Насос 1 гр. баков Fuel pump 1st Tank Group RH57
On
Насос 3 гр. баков Fuel pump 3rd Tank Group RH59
On
Расход. насос Fuel pump Drain Tank On RH60
Агрегат запуска APU Start On LV35
РУД – (ручка Move throttle to idle Move the throttle forward a bit
управленидя more from IDLE (this is an in-game
двигательем) request, due to specific throttle axis
→Малыѝ газ mapping).
ЗАПУСК ДВИГАТЕЛЯ Check Engine Start state LV5
switch (It must be “Engine
start” not “Cold start”)
ЗАПУСК НА ЗЕМЛЕ Engine Start On (2-3s) LV4 Engine is starting-up. Normally, it ЗАЖИГАНИЕ on T-10 is ON. It stays
will take up to 45 sec. for the engine ON during the start up. When the
to reach idle RPM. WAIT UNTIL THE engine reaches the idle RPM, it goes
PROCESS IS OVER! Otherwise, you OFF. If it does not go ON or OFF as
may interrupt it, overloading the described, the start up MUST be
electrical system. Engine idle RPM canceled (turn off LV21 and move
should be around 35% (1) and 50% RUD to STOP, then turn off other
(2). This may increase if atmosphere switches in reverse start-up order).
pressure is low and/or temperature In this case, wait until the engine
is high. stops and repeat whole process.
The red warning lights go OFF one by
one (Следи давление x 2, Сопло,
Генератор =...), green lights stay ON
(Стабилизатор, Триммер, ППС...).
When the process is over, the APU
switches OFF: now the Генератор~
red light on T-10 goes ON.
Гирод. КСИ, АП, РЛС, Gyro for Instruments 1 On RH56 You hear the gyros start spinning
сигнал АП fast. You notice the AGD start
adjusting. Арретир. light goes ON,
and after 2-3 seconds it goes OFF.
ДА-200, сигнал Gyro for Instruments 2 On RH55 Same as above, except the Арретир
гирод. КСИ, АП, РД light.
Генерато. ~ аэрод. AC Generator On RH49 Red warning light GENERATOR ~ goes
ист. OFF.
АРК Automatic Radio Compass RV18 ARC light is ON. Compass is ready. If
On the sound is on (check), you can hear
the NDB Morse code and you can see
the ARC needle on NPP moving
towards NDB.
РВ МРП Radio Altimeter + Marker RV19 You can hear short “beep” sound.
Marker is ready.
РСБН Navigation System On RV20 Курс - Глисада needles and white
windows on KPP move a bit if the
RSBN can acquire the landing signal.
KПП ADI On RV21 KPP is self adjusting. No intervention KPP has two working states: main
needed. and auxiliary. Now you switched the
MAIN mode which means that the
AUXILIARY mode was on. So, KPP just
moves a bit, Арретир. light goes ON,
and after 2-3 seconds it goes OFF.
KPP is ready. Basically, you can't
switch off KPP unless you switch off
all gyros...
КСИ (НПП) HSI On RV22 NPP is self adjusting…
САУ Autopilot On RV23
САУ тангаж Autopilot Pitch On RV24
Тримм. эффект. Trimmer On RV16
Насосн. станц. Emergency Hydraulic RV15
pumps On
Конус Nosecone and Air bleed RV14
doors Automatic On
СПО RWR On RV6 If there is a GCA or other radar in
vicinity, you can hear the beeps and
see the lights flashing on СПО.
СОД SOD On RV2 NOTE: СОД (SOD) is

equipment/device similar to civilian
transponder.
Волны SOD channel selector RV3 Check СОД channel selector for
proper channel setup.
настроѝка КСИ HSI adjust push button CM96 Press and wait until the NPP scale NPP moves several degrees left-right
self-adjusts to correct magnetic and stops, showing the correct
course. Usually takes up to 5 magnetic course.
seconds.
Запры фонарь Lock the canopy LV41 then First lever LV41 locks the canopy in
LV38 closed position while second lever
LV38 allows compressed air to fill
the rubber cockpit hermetic seal.
Basic start-up procedure is finished.
Check your airbrakes, extract flaps to
takeoff position, check trim, check
controls movement. Select desired
NDB channel (1-9 channels, RV31)
and see the NPP needle turns
toward the station. If you don’t plan
to use weapons, you are ready to
taxi. If you have weapons onboard,
proceed with the following
sequence (must be done prior the
taxi procedure).
Обогр. СС, РНС, ФКП Missile Controller Power RV25 Turn on if you have IR or radar
On guided missiles onboard.
Питан. 1-2 УБ, МБД Pylon 1-2 Power On RV27
Питан. подв. 3-4 Pylon 3-4 Power On RV28
Прицел Gun sight Power On RV33 ASP lights, pipper and net are ON.
The pipper moves in position
according to armament control panel
setup.
СРЗО SRZO "IFF" On RV35 At this point you are ready to taxi.
Although you powered up the
weapon system, you are still not able
to use weapons because several
“hot” switches are still off. Use of
these switches will be explained
later.
Taxi
Note: all engine power settings will be given in low-pressure compressor RPM which is
indicated by the tachometer needle 1. This applies throughout the whole document,
unless specifically noted.
Before conducting your taxi, check that your flaps are in the takeoff position (LH67 button, PPS green
flaps light ON). Always call Air Traffic Control (ATC) and ask for permission to taxi; ATC will ensure you
have a safe taxiing procedure and give you information with regards to the active runway, and wind
direction and intensity on that runway. This is important because if you miss the correct runway
(especially correct takeoff direction) you might end up in flames trying to takeoff downwind with a
heavy load.
Place the rudder in the neutral position (rudder neutral). Press the brakes (PS8) and check that the
breaking pressure (CL67) is at least 8kp/cm2 (usually it should be 10kp/cm2). Increase engine RPM to
80% and release the brakes. When the aircraft starts to move, press brakes again to check if braking
is even and then release the brakes to continue your taxi. If you taxi straight from your parking place,
allow the aircraft to gather about 40-60 km/h (20-30nmi/h) then decrease the power to maintain
that speed (~65%). At this speed you will be able to use the rudder to maintain direction, so you’ll
avoid wasting compressed air when braking to maintain direction. However, if you are making turns,
you need to decelerate to 15-20 km/h (9-11nmi/h) and use rudder controls and brakes to turn the
aircraft.
Hold position and line-up
Sometimes ATC will stop you near the active runway at a line called “hold position”. In such a case,
while waiting for ATC clearance, you can check that the canopy is locked and sealed (levers LV41 and
LV38 in front position). Apart from that, check a few RSBN/NDB stations in your immediate vicinity by
selecting the appropriate stations/channels, watching for correct RSBN/ARC needle indications and
listening to the Morse code. After you’re cleared to line-up, taxi to the line up position and stop on
the centerline. Check that the NPP course indication is correct and if needed, adjust the NPP so that
the NPP shows an exact runway course (use the CM96 button). Check that the flaps are in the takeoff
position (look at the flaps buttons panel and PPS), turn on the nose gear brake (use CU97 lever and
place it in horizontal position), press full brakes (check pressure on CL67, should be 10kp/cm2) and
increase RPM to 100%. Wait for the EGT to reach at least 600oC (look at the EGT indicator CM56).
While the EGT rises, check engine oil pressure (should be at least 3kp/cm2, no “МАСЛО” CM54
indication lights) and hydro-pressures (at least 170kp/cm2, no warning lights on warning panel T-10,
RV70 table).
Takeoff run
When the temperature reaches >600oC, engage the afterburner and wait until it fires (it takes 1-2
seconds). You will need to positively identify correct afterburner operations in order to avoid
complications during the takeoff run if afterburner failed to engage: first you will notice the “kick”
which will start to move the aircraft even though the brakes are fully engaged. Next, the “Nozzle
open” on the T-10 table indicates that the engine nozzle opened to enable correct afterburner
operation and finally “Afterburner engaged” (1st afterburner) (and “Emergency afterburner engaged”
(2nd afterburner), if turned on) lights on T-10 will light up. At this point, release the brakes and let the
aircraft accelerate. During the takeoff run, control the aircraft’s steering only by using the rudder.
Avoid using brakes because the steering will be very intense in these conditions and you will most
likely violently disturb the plane, thus making it hard to control. A normal takeoff run without
external loads during an average day at low altitude only takes about 15-17 seconds. When the
speed reaches 250 km/h, lift the aircraft’s nose to an angle of 4-5o according to the KPP (or 10o
according to UUA) and takeoff at around 350-360 km/h.
Image 7.1: Takeoff climb.
1 - Takeoff run: flaps 25o, full afterburner
2 - Rotate (nose up to 4-5o) at IAS 250-300 km/h
3 - Takeoff IAS 360-380 km/h, initial climb 10o, retract gears above 10m AGL
4 - Altitude 100m, flaps in, climb 15o
5 - Altitude min. 600m, IAS min. 600 km/h, afterburner OFF, adjust power and climb
Takeoff climb
Once the plane has started to climb, wait until it reaches about 10m and retract the landing gears
(place LV44 lever in upward position). Increase the climbing angle to 10o according to the KPP and
take a look at the PPS to make sure the gears are up and locked (PPS red gears lights). Place the LV44
in central position to release the automatic gears braking system of compressed air (this system
automatically brakes the gears rotation when the gears start to retract). Take a glance at the altitude:
when you reach 100m AGL (look at the radio-altimeter CM84) retract flaps using the LH68 button
and check flaps retraction by noticing the increase of pitch angle and slight sensation of loss of lift. At
this point, the aircraft will start to accelerate even more, since you eliminated large amounts of
external drag generated by the gears and flaps. Now check your speed: when it reaches 600 km/h IAS,
disengage the afterburner and set engine RPM to 95% for the rest of the climb.
Note: If you previously engaged “stabilization” autopilot mode, disengage it.
Climb
For your first flight, it’s best to climb to 5000m ASL. Altitudes from 1000m to 5000m ASL are called
“medium altitudes” and they are best for first impressions concerning the aircraft’s stability and
agility. During the climb, try to maintain 600 km/h IAS by adjusting the climb angle without changing
the engine RPM. Once at altitude, decrease RPM to whatever is needed to maintain 600 km/h IAS
and fly for a while in a straight line.
Basic aircraft behavior
Get a feel for the cockpit; try to assess what can be seen through the canopy, and what amount of
airspace you can see. Perform few slow and fast rolls to see how aircraft reacts to your inputs. Note
the altitude change during rolls and try not to change your altitude much. The next thing you need to
feel is horizontal acceleration. Establish 600 km/h IAS and engage the afterburner. During
acceleration, the airflow around the aircraft changes, and so do lift and drag forces: use trim to
maintain horizontal flight without significant changes in altitude. Let the plane accelerate to 1000
km/h IAS and then disengage the afterburner; set engine RPM to idle. Engage airbrakes and let the
aircraft decelerate to 400 km/h.
Note: 1000 km/h IAS at 4000m ASL is close to Mach 1. Do not accelerate
much beyond Mach 0.9 at your first flight.
Once at 400 km/h IAS, retract the airbrakes and increase engine RPM to around 70% , maintaining
400 km/h. Fly for a while at this speed and feel the plane’s behavior. Try to make few slow and fast
rolls at this speed and notice the difference in aircraft behavior.
Note: Fighters don’t like it when they lose speed. Low speed demands
higher AoA in order to keep the plane flying. This – in return – increases the
overall drag which demands more engine power in order to keep the plane
airborne. If the speed continues to decrease further (like in a sharp turn),
drag will increase even more, demanding more power to support the plane.
At a certain point, the engine won’t be able to provide enough power to
sustain flight and this situation is known as “second regime” (or “region of
reversed command”); in this situation, inexperienced pilots normally try to
increase AoA in order to keep the aircraft flying or even make it climb. But
this only complicates the situation since the engine can not provide more
power to overcome increasing drag (plane “sinks” at high AoA and RPM).
This could often end with a crash if it happens on low altitude. This is
dangerous situation which can be overcome only by decreasing the AoA,
losing some altitude in order to increase IAS so that drag decreases and lift
increases, after which the pilot should carefully set up a slow climb with a
further speed increase. For the MiG-21BIS, maneuvering below 400 km/h
requires attention, not only because of this danger, but because of slow
attitude changes (aircraft’s reaction to pilot’s inputs).
Increase the speed to 700 km/h IAS. Once reached, maintain 700 km/h in the next few 30-45o bank
turns (you will need around 85% RPM). Perform a few full sharp turns with 60o bank angles. At 4000-
5000m you will need around 95% RPM to perform these turns. Notice how quickly you can change
altitude if not fully focused on guiding the plane in the turn. Mastering simple maneuvers without
the help of a HUD requires some practice. When done, turn towards the airbase you took off from,
and start making your way back for landing.
Longest range speed: 650-600 km/h IAS (decreases with altitude)
Longest flight duration speed: 480 km/h IAS (doesn’t depend on altitude)
Table 7.3: Speeds conversion table
km/h 500 600 700 800 900 1000 1100 1200 1300
km/min 8,3 10 11,7 13,3 15 16,6 18,3 20 21,6
m/s 139 167 194 222 250 277 305 333 361
Table 7.4: Altitude/fuel consumption ratio
altitude 0m 3000m 6000m 9000m 11000m
relative fuel
100% 80% 65% 60% 55%
consumption
Landing, approach
Descending with the MiG-21BIS is really a matter of taste: you can get down quickly or you can save
fuel and “glide” down by slowly losing altitude while maintaining operational speed (600-800 km/h
IAS). However, when flying the MiG-21BIS, it is always a clever choice to save fuel.
Note: You can engage the autopilot in “stabilization” mode, which will help
“soften” the pitch and bank oscillations.
Start your initial descent towards the airbase with a 10 m/s descent rate(look at the variometer,
CM83) and adjust the RPM so that you maintain 600-700 km/h IAS. Select the RSBN channel located
at the airbase you’re landing at (if available). Stop descending at 1000m AGL and maintain 600 km/h
IAS. Pay attention to the RSBN/ARC needle on your NPP and adjust the airplane’s course to
correspond to the landing course of the active runway. Try to fly the aircraft 14km from RSBN station
in landing direction, at correct heading and at 1000m AGL with 600 km/h IAS. Decrease power to 80%
and extract landing gears. Check that the landing gears are extracted (PPS showing green gears lights,
aircraft decelerating) and set up a descent at 5-10 m/s. Speed can be allowed to drop below 500
km/h but not below 400 km/h. Take a look in front of your aircraft: you should see the runway at
about 10km. When you reach 600m altitude, extract flaps to the first position (25o, middle button on
flaps panel). Check proper flaps extraction (PPS showing green flaps info light, pitch decreases),
maintain a descent rate of about 6m/s and allow a further speed decrease to 380 km/h (if needed,
use the throttle, avoid airbrakes use – you need to “feel” the engine).
Image 7.2: Approach for visual and ARC landing (for ARC landing see Radio navigation chapter).
A - initial approach, B - long final, C - short final
1 - Altitude 1000m, IAS 500 km/h, extract landing gear, initial descent 7m/s
2 - Altitude 600m, IAS 500 km/h, flaps 25o, allow slow speed drop,
3 - Altitude 300m, IAS 380 km/h, flaps 45o, do not allow IAS < 340 km/h,
4 - Altitude 100m, IAS 360-340 km/h, on threshold <340 km/h.
Landing, final
If needed, line up the aircraft to the

runway by making small heading
corrections. For a correct approach
angle, place the visible part of the
aircraft’s nose just below the
threshold. At about 300m AGL and
380 km/h IAS, extract flaps to the
landing position (45o) and notice the
changes in aircraft pitch, speed, and
outside-cockpit visibility. If your
approach angle is correct, you should
be descending at about 5m/s, with
your airspeed slowly falling to 340
km/h IAS. The whole runway should
be clearly visible in front of you. At
about 1km from the runway you
should be at 80m AGL, 340 km/h IAS
and 83-87% RPM. You will know
you’ve reached this position by a
marker sound and light indication
(“MARKER” light on CM57 panel is
ON for few seconds, you can hear
short “beeps”). Your speed should
still slowly fall, so when you enter
the runway at about 2m altitude, you
should be flying at around 340-320
km/h.
Note: At higher speeds the aircraft

will “refuse” to land, while at lower
speeds the runway visibility will be
severely affected by highly elevated
aircraft nose. So, avoid lower
approach speeds because your
visibility will be degraded and –
remember the “second regime”
(region of reversed command) –
your engine power might not be
enough to safely recover the aircraft
if the speed drops too much.
Image 7.3 (previous page): runway visualization during the final approach. Visibility can be very poor
if you attempt to land an overweighted aircraft or you have low speed and high AoA.
Decrease power and try to gently touch the runway by making small stick inputs. Note that at this
point, the aircraft will still have some lift reserve, so if you abruptly increase pitch, you will end up at
altitude with not enough airspeed for a safe “go around” procedure. This usually ends with a new
assignment and a fresh new office, filled with a desk full of papers waiting for you to fill them out
until the end of your “career”.
Note: 21 was designed to be used from ground and beaten snow runways.
This means that it has a pretty durable landing gear which allows rough
takeoffs and landings. If you have to choose, it is better to gently land with
a bit greater speed than to hit the ground with low speed.
Landing run
Once on the ground, idle the engine, and keep the nose up at about 5o KPP. This will help you
decelerate since the exposed wing area will create drag which will decelerate the plane. Once below
320 km/h (which could be even before touchdown) and on the ground, activate the drag chute by
using the LV30 button. The drag chute will quickly bleed off your speed and if you use brakes along
with it, you might be able to stop in the first 1/3 of the runway. This will result in you having to taxi a
significant distance down the runway… So assess the need for brakes use and use them to decelerate
to taxiing speed and never to a full stop (unless you really need to stop). The reason for this is that
every airbase has a place for drag chute jettison, and you need to taxi a bit to reach it, dragging your
chute behind you. If you lose speed, dragging the chute could be fun for everyone except you,
because the airplane will refuse to move once stopped with the drag chute.
When you reach taxiing speed, disengage the nose gear brake using CU97 lever (place it in vertical
position) and approach to the downwind side of the runway. Jettison the drag chute by using the
LH70 button; you can check if your chute fell off by looking in your periscope. Proceed to taxi and
retract your flaps.
Note: If you previously engaged “stabilization” autopilot mode, disengage it.
Parking
Proceed to taxi according to ATC instructions and park your plane by making large turns around
obstacles and parked planes. If you have any weapons on the plane, never turn your nose towards
ground crew or other planes.
After parking, turn off the aircraft systems and the engine by following the reverse order described in
the start-up table. Finally, open your cockpit canopy and buy yourself a beer in the canteen.
8. Aerobatics and maneuvering
All aerobatic or combat maneuvers should be performed in such a way that minimum speed in the
maneuver is not less than 400 km/h IAS (this speed is called evolutive speed). Although maneuvers
can be performed at lower speeds, this is not rational since overall aircraft energy is very low and
performance is below optimal.
In all maneuvers, the pilot should fly the aircraft according to allowed g-load if IAS is >600 km/h,
and according to allowed AoA if IAS is <600 km/h.
In all maneuvers, the maximum allowed AoA is 28o, while optimum performance is reached if the
pilot performs maneuvers between 21 and 28o AoA (yellow-black sector in UUA). Although the AoA
could be greater than 28o, this is not recommended because of overall stability degradation,
especially in the longitudinal (“nose swing”) axes, and difficulties in maintaining attitude and precise
aiming.
Image 8.1: Instruments you should check often during the aerobatics are marked with red overlay.
However, try to look outside the cockpit as often as you can.
In no circumstances should the pilot allow the AoA to exceed 33o, since the aircraft will stall. Stall
intensity will depend on various circumstances, but generally, the more g-load is used to stall the
plane – the more intensive the stall will be. In such cases, a stall can develop into a spin, which is
very dangerous if not recognized in time and no altitude reserve exists. Generally, for safe spin
recovery (either in normal or an inverted spin) an altitude reserve of minimum 5000m AGL must
exist, for a safe recovery at 1000-2000m AGL. A spin could often be further complicated by your
engine stalling, due to large instabilities in compressor operations, especially during an inverted spin.
In such cases, the pilot should first recover the aircraft, and then perform an emergency engine
relight procedure, according to the instructions located in the Emergency procedures section of this
manual.
Note: Images in following subsections were made with Tacview - Air

combat maneuvering instrumentation software. Tacview is an excellent tool
for recording and replaying DCS missions for later analysis.
Rolls
Slow or fast rolls can be performed in horizontal, positive or negative pitching angles, in normal
speed domains. However, when the aircraft flies at supersonic speeds, rolls should not be performed
with an angular (rolling) speed greater than 90o/s, because of greatly disturbed airflow around the
tail which could cause an autorotation phenomenon.
Barrel rolls are more demanding than simple rolls, because they combine g-load and rolling, and are
often sliding, which is not noted by inexperienced pilots. Although no spatial requirements exist in
barrel roll performance, the pilot should pay attention to decreased g-load when inverted or
otherwise the diving angle will be too high and second part of the maneuver will require a high g-
load, which could be prohibited due to g-load limits (e.g. required 6-7g, available 5 because of
payload), or low altitude. When performing a barrel roll at low speed, the pilot should cancel out all
slips using the rudder, or otherwise the aircraft could stall or even enter a spin.
Split-S
Split-S is a vertical maneuver in which the aircraft loses altitude, increases its speed and quickly
changes heading by 180o. This is most often an “altitude-for-speed trade” maneuver.
Split-S is also called turn-over or somersault in original Russian terminology.
A Split-S can be performed at any speed (subsonic or supersonic) with respect to the fact that during
the maneuver, maximum IAS and allowed g-load do not go beyond limitations. An optimal Split-S is if
the initial speed is 400-600 km/h and with maximum allowed AoA applied right after the initial semi-
turn. A Split-S can be performed with a speed increase, no significant speed change and speed
decrease (breaking). It is up to the pilot to decide what kind of a Split-S is best for any given
situation, but as a general rule, speed increase is recommended.
The basic Split-S is performed from 4000m AGL at 85% RPM, with initial speed at 550 km/h,
establishing 10-15o climb just prior to the semi roll. The semi roll should be executed in 2-3 seconds,
briefly aligning the wings and canceling out the yaw, and then applying 18o AoA until the g-load
increases with a speed increase to 4g. At this point the pilot should maintain 4g until the aircraft
reaches about -20o diving angle. At this angle the pilot should increase RPM to 100% and wait until
the speed increases to 850 km/h (a few seconds) and then continue at 2g until the aircraft is in
horizontal flight. The reason for this delay is to accumulate enough speed for connected vertical
maneuvers such as a loop or Immelman that usually follow the Split-S in training flights. At the end
of the described Split-S, the aircraft should be at roughly 1500-1000m altitude.
Image 8.2: Profile of basic split-S, with initial altitude around 4000m and acceleration during dive.
Loops and Immelman turn
Loops can be performed in a strictly vertical or inclined plane. Vertical loops are simple with only a
few requirements: minimum speed not below evolutive speed and maximum g-load not beyond
allowed for the current external loads (if any). However, inexperienced pilots could easily find
themselves in “high nose – low speed” situation during the first half of the loop. In this case, the
pilot should perform an Immelman turn3 instead of the loop, with the most important thing being to
maintain low AoA – optimally keeping it between 21-28o and ignoring other parameters except yaw.
No matter of the IAS, the aircraft will safely recover if the AoA does not enter the red sector. It is
important to start the half-roll just when the speed reaches evolutive speed, not before that,
because there is a risk that the pilot will pull the stick diagonally, increasing the AoA around the
outer-rotating wing causing the aircraft to stall.
Evolutive speed is the minimum speed at which an aircraft can perform a

horizontal turn with 60o bank. In case of the MiG-21BIS it is IAS 400-450
km/h depending on the payload and altitude.
A basic loop is performed from 1000m AGL at 900 km/h, with afterburner, applying a 2g load until
the climbing angle reaches 20o and then applying 4-5g until the speed falls to 600 km/h (which
should be around 90o vertical climb position). After that, the pilot should maintain 16o AoA until the
plane reaches the top of the loop. At the top, the speed should be at least 400-450 km/h IAS; at this
time, the pilot should disengage the afterburner, set 85% RPM and increase the AoA to 18o until g-
load increases with a speed rise to 4g. At this point the pilot should maintain 4g until the aircraft
reaches about a -20o diving angle. At this angle, the pilot should increase RPM to 100% and wait until
the speed increases to 850 km/h (a few seconds). Continue with 2g until the aircraft is in horizontal
flight. The reason for this delay is to accumulate enough speed for connected vertical maneuvers.
Image 8.3: Profile of a basic loop, with entry at 1000m with 4-4.5g, top on 3500-4000m, and
acceleration during exit-dive.
3
Immelman turn is actually the first half of the loop ending with a semi roll at the top.
Inclined loops are the most usable maneuvers for close air combat and general combat positioning.
Since the plane is inclined from a strictly vertical position, they could be performed at almost every
speed and g-load. Apart from that, they can be transformed and connected into other maneuvers at
almost any time, preserving the high energy and space separation from a target. In most inclined
loops, the pilot does not need to pay much attention to speed bleed-off and AoA, since the aircraft
usually has more energy during the whole maneuver than it has in a strictly vertical maneuver like
the Immelman.
Basic inclined loops are performed with 30o and 45o of bank. The most complicated part of the
inclined loop is maintaining the inclination angle during the loop. This is hard because the bank
constantly changes during the loop and the pilot needs to develop skills to control the bank
according to known values. In inclined loops, starting bank will always increase in the climbing part
of the loop and decrease in descending part of the loop. The bank will always be 90o at the ¼ and ¾
of the loop, while at the top of the loop (½) it will have the approximate negative value of the initial
value (so, if the initial value was 30o, at the top of the loop it will be approx. -30o bank). The simple
rule for inclined loop execution is to set up initial bank and then pull the stick straight without any
further bank inputs. The best way to practice an inclined loop is to perform it over a straight ground
object, such as a runway. If you exit the loop at the same place and direction as where you entered it,
then it is a correctly performed inclined loop. The best inclined loops are performed at 30-45o bank
angles and with 700-1000 km/h initial IAS, at maximal or afterburner power.
Image 8.4: Profile of an inclined loop, left in this case. Speed in inclined loop is better preserved than
in a loop, so energy levels are higher. Inclined loops (or their parts) are very useful during combat
maneuvering.
Semi – turn over (or semi-somersault)
This is a maneuver in which the aircraft changes heading, and increases diving angle and speed. It is
used to adjust the aircraft towards the ground, sea or a lower aerial target which is aside. Depending
on the horizontal and vertical angles at which the target is located, observing from the fighters
position, a semi-turn over could be performed as a pure semi-turn over or as a second part of the
inclined loop.
Image 8.5: Semi-turn over could be a bit tricky to visualize if you’ve never seen it. The image shows
an aircraft turn-diving to the left, changing its heading by ~90o during the maneuver. This maneuver
is often used for ground target attack, since the MiG-21 has poor down-forward visibility. Thus the
target should be off to the side prior to the attack run.
A pure semi-turn over is performed when the target is at around 45-135o aside and at vertical angles
not greater than -40o. It is performed as diving sharp turn, in which the pilot flies the plane in such a
way that he ends the maneuver aligned with the target and at requested diving angle for certain
weapon type use. For example, for most of the bombs this angle should be -30o, so if the target is e.g.
≈90o right and approximately -10..-30o down, the pilot will need to perform a sharp turn towards the
target with the horizontal part of the turn (the target is -10...-20o below, so we need to get closer
before we start to dive to provide -30o attack angle) or immediate dive (the target is approx. -30o
below, so we can turn and dive at once). Deciding what the correct maneuver shape is, is a matter of
practice and skill.
If the target is at horizontal angles greater than 135o and especially if it is “below the plane” in sense
of vertical angle, a semi-turn over should be performed as a second part of the inclined loop.
Combat turn
The combat turn is a maneuver in inclined plane, during which the aircraft changes direction by > 90o
(usually 180o) and gains altitude. The most practical use of this maneuver is a fast climb with
direction change after an attack on ground targets: this decreases effects of ground close air defense
units and it is most efficient in combination with chaff/flare use. It is performed with a high initial
speed, by pitching the aircraft under ~30o while - at the same time - keeping a constant bank of 60-
80o. The aircraft climbs and changes direction at the same time. After the combat turn is executed,
the aircraft is usually ready to perform a repeated attack on the same ground target, which it
engaged in the previous attack. Depending on the situation, it can be performed with either more or
less altitude gain, and with an appropriate change in direction of flight: in other words, this is a
flexible maneuver which can be adjusted to a specific situation. The most important thing is to end
the maneuver with enough speed for the next one, so whichever way you perform the combat turn,
don’t allow your IAS to drop below 400-450 km/h.
Image 8.6: Profile of a combat turn, image from the top of the maneuver. Most beginner pilots have
difficulties comprehending and executing this maneuver properly.
Inverted flight
Inverted flight can be performed at any flyable speed due to symmetric wing and tail airfoil.
However, at lower speeds the horizontal tail movement might not be enough to enable inverted
flight without altitude loss. Time limits at inverted flight are dictated by engine fuel reserve for
negative g-load operations. The pilot can safely fly inverted for 15 seconds with up to 100% RPM, 5
seconds at normal and 3 seconds at emergency afterburner. For safety reasons, repeated inverted
flight after reaching the maximum allowed time is 30 seconds because of time needed to refill the
inverted flight tank.
Note: In inverted flight the AoA will show negative values, but concerning
the allowed AoA same laws apply as in normal flight, although the control
of the AoA is limited since the UUA is showing only values up to -10o.
Basic training aerobatic suite
Fly to the designed training zone or zone above your takeoff base (if airspace is available) at 4000m
AGL and 600 km/h IAS. Upon arrival, make one 30o adjusting turn to align yourself in optimal
heading (e.g. sun aside, over a lined object such as a river, parallel to mountain tops or along the
coast). When ready, remember the heading and perform several sharp horizontal turns with 60o
bank to either side. After that, decrease speed to 550 km/h, set up 85% RPM and perform a semi-
turn over followed by a combat turn to the opposite side. Execute at least two sets of semi-turn
overs, followed by combat turns. Once you are finished with that, check that your altitude is at least
3500m AGL, and execute a Split-S as described for the basic Split-S. After the Split-S, continue to a
loop by engaging the afterburner. Perform the basic loop as described. After the loop, continue to
the Immelman turn as described. Repeat the Split-S – basic loop – Immelman set until you reach
about 1000-1200l of fuel. Return to base; and on your return make several slow and fast rolls.
Perform one classic touch-and-go procedure. If you still have more than 800l of fuel, perform an
additional school pattern with another touch-and-go procedure. Land when you’ve reached 600-700l
remaining fuel.
Fly this suite as often as you can. Try to meet all the correct parameters for each maneuver. Once
mastered, you can eliminate sharp turns and include inclined loops, barrel rolls, inverted flight, stalls,
and spins…
Image 8.7: Profile of a flat spin after dynamic entry. On given image, each turn is about 500m
altitude loss. If you experience a spin, expect your engine to shutdown. When flying DCS MiG-21BIS
always associate spin with high probability of engine shut down. If you manage to recover the plane,
you will have to assess whether you have a chance of restarting the engine.
Combat maneuvering, basics
The only purpose of the basic and advanced aerobatic maneuvers is to make you ready for
maneuvering the aircraft with as little as possible concentration on flying and as much as possible
concentration on fighting.
Combat maneuvering is an art; the more talent the pilot has – the better. However, this art needs to
be trained and perfected, so even an average pilot could develop exceptional skills if trained
properly. Explaining combat maneuvering is a complicated task, while learning it is even harder. The
best way to practice combat maneuvering is to fly 1 vs. 1 simulated fight with a live opponent flying
the same aircraft type, without using weapons. The aim of this training is to maintain constant
situational awareness and visual contact with the opponent. In the first several fights you should
concentrate on flying your plane at the back hemisphere of your opponent; don’t worry much about
weapons use – this will come later. When you learn how to control your speed, altitude and distance
to the target, try introducing simple cockpit operations like turning on and off the gun, missiles or
changing radar modes. Practice this one operation at a time. When you master one, move to
another. Eventually, this will teach you how to fly your plane without losing the sight to your
opponent and – at the same time – manage weapons systems with minimal interruption to flying.
Image 8.8: Instruments you should check often during the combat maneuvering. Look outside the
cockpit most of the time.
Once you feel comfortable in a 1 vs. 1 fight against the same aircraft type, move to 1 vs. 1 against
different aircraft types (fighter is mandatory, other aircraft won’t teach you much of aerial combat).
You might be constrained to using an AI opponent (e.g. F-4, F-5, MiG-21); in that case start by giving
the opponent the lowest possible skill level, and increase the level as you gain experience. If you fly
against live, skilled opponents, who are flying the fighter with better maneuvering capabilities (e.g.
MiG-29) ask him to start with simple maneuvers and to gradually introduce complex maneuvers.
Remember that no matter how good you fly and fight, human-piloted
fighters in DCS have superior weapons systems which will give you a hard
time in live combat. In some cases, it is not shameful to safely withdraw
from combat and save the aircraft for another fight.
When you develop some skills in fighting different aircraft, find some friends and try 2 vs. 1 (against
superior opponents such as Su-27) or 2 vs. 2 (against approximately same or inferior opponents, e.g.
F-4, F-5 etc). The focus of these training sessions is to develop awareness of friendly and enemy
positioning and intentions in a dynamic environment. You will also discover difficulties with
information exchange: a lot of radio conversation with many unimportant messages. If you can
develop skills to filter out what is important and not to speak too much, you will benefit in many
combat situations when you have several friendly pilots (or wingmen) on same radio channel. You
will also find that some of your friends are better suited to you; try to fly with friends who are at
approximately the same skill level and who understand your intentions without much explanation.
This will greatly improve your performances in a team. When you feel comfortable in 2 vs. 2 fights,
use your developed skills to engage individual enemies or even larger groups of enemies in pairs: if
you have a flight of 4 planes, split them in pairs and fight in pairs.
Although pair combat is a key to fighter success and survival, in simulated

environments such as DCS, combats are often “single vs. single” or “single
vs. many”. This means that you have to develop skills to fly and fight alone,
hunting for an opportunity to kill without being killed. However, although
this might result in some good results and experience, it will not take you
very far. If you truly want to learn and simulate what real pilots do – fly and
fight in pairs or larger groups.
9. Navigation
related to basic and advanced navigation are available with the DCS MiG-21BIS
installation. You should read this chapter before attempting to fly those missions.
Basics
Navigation in the MiG-21BIS is performed by utilizing the following instruments: NPP (CM84), KPP
(CM85/86), ARC (selector RV37, control panel RV8) and RSBN/PRMG system (control panel LV17/26).
Image 9.1 (left): KPP - above, NPP - below.
Besides showing the aircraft’s attitude, the KPP also displays glide
path and localizer radio beam information (see RSBN in text below).
The NPP shows current heading (underneath a little triangle caret

on top of the instrument), bearing toward ground radio equipment
(needle 9 with small circle – needle tail), manually set course
(“hollow” needle, tip on 6; course is set with the 3K knob nbr. 5),
information about the glide path and localizer (glide path and
localizer needles and flashers, 3, 4, 8) and contains markers for
“large pattern” landing (7 white, dotted markers on inner circle of
the instrument numbered “2”, “3” and “4”).
According to the applied navigation method, navigation can be classified as visual, calculated
(dead reckoning), radio navigation, inertial or satellite navigation. Navigation in the MiG-21BIS is
visual, dead reckoning and radio navigation. In real life, satellite navigation can be applied as well by
utilizing portable satellite receivers.
Visual is the simplest type of navigation, based on visually determining the aircraft position
according to known, reference ground points/objects. This is the most basic navigation and is used
as a backup method for determining aircraft position along with other navigational methods.
Advantages are simplicity and fairly quick location finding. However, the disadvantages are that it
can only be applied in fair weather, during daylight and above well-known terrain.
Dead reckoning is based on calculated aircraft position which can be compared with actual position
determined by other navigational methods (e.g. radio navigation based on ground based radio
station). Dead reckoning is always applied in low visibility conditions, at night and when flying above
clouds. Dead reckoning navigation is based on observing ground speed and measuring time and
course between two points. Advantages are the ability of calculating a flight plan ahead of time and

ability to determine aircraft flight path when it is not possible to use other navigational methods (e.g.
lack of ground radio stations in the area). Disadvantage is in complexity of flight calculations,
especially during combat missions.
Radio navigation is based on determining the aircraft’s position by utilizing ground radio stations.
Determining accurate aircraft position is possible depending on the aircraft and ground equipment
type as well as applying simple or complex position determining methods. Advantages of radio
navigation are speed and precision. Disadvantages are dependence on ground and aircraft
equipment. Besides, during combat, an opponent could employ radio jamming techniques to jam
your aircraft’s radio equipment, thus partially or even completely disabling your radio navigation.
Note: There are several types of navigational ground radio stations. Non-Directional
Beacons (NDB) radio stations transmit navigational signals which do not include
directional information. RSBN/PRMG radio stations provide bearing and distance
information.
Other types of navigation are not of interest when it comes to the DCS MiG-21BIS.
In the following text we will focus on radio navigation, thus assuming that you already know how to
use visual and dead reckoning navigation methods.
MiG-21BIS Radio Navigation
MiG-21BIS radio navigation is accomplished by utilizing ARC and RSBN devices. These two devices
allow for resolving the aircraft location and flight path under all conditions, assuming that the RSBN
receives signals from at least one ground station and the ARC receives signals from at least two
ground stations.
Automatic Radio Compass - ARC
The Automatic Radio Compass is the most basic radio-navigational device on the aircraft. It allows
the pilot to use 26 preset ground stations; however, the DCS MiG-21BIS is capable of storing up to 72
ground stations. The ARC power switch (RV18) is used to turn the ARC on.
Image 9.2: ARC frequency range selector or sector selector (RV37). There are
four sectors (1 - 4) and each sector has two sub-sectors (I and II). This allows
the storage of 72 stations (4 * 2 * 9).
Tuning to the radio station of interest is accomplished by, first, selecting the
radio station sector and then selecting the radio station number (channel).
Each sector has two sub-sectors, each sub-sector being capable of storing 9 radio stations (total of
18 stations per sector). The ARC frequency range selector knob (RV37) is used to select sectors as
follows:

- sector 1-I belongs to Krym and Ukrainian part of the map (administrative territory of
Ukraine), and is preset with 9 ground radio stations.
- sector 1-II is not used. It is reserved for Krym and Ukrainian part of the map (administrative
territory of Ukraine), for additional - optionally user defined - stations.
- sectors 2-I and 2-II belong to Russian part of the map (administrative territory of Russian
Federation). First sector is preset with 9 ground stations. The second sector is preset with
first 3 channels (1-3), while remaining 6 channels are not used. Like in previous case, these
free channels could hold user defined stations.
- sector 3-I belongs to Georgian part of the map (Georgian administrative territory). First 5
channels are preset and remaining 4 are not used.
- other sectors, starting from 3-II are not used (available for custom stations).
Image 9.3: ARC sectors and channels
Select the sector of interest, and then select a ground station by pushing the appropriate channel
button (1 to 9 on ARC channel selector (RV8)). RSBN/ARC mode selector switch (LV8) should be
toggled to a lower position (ARC). This will “unhook” the NPP needle from the RSBN and the needle
will be controlled by the ARC, showing the selected ground station.
The ARC needle on your NPP will be at 45о to the right of the NPP, as long as the ARC is not tuned to
the selected ground radio station or the station is not in range. During that time, there will be no
audible signal in the pilot’s headphones. Assuming that the selected channel was appropriately set,
when the ARC gets into range and begins receiving radio signals, the ARC needle will move, showing
the signal bearing (direction to selected ground radio station) and the pilot will hear ground station
identification sound signals (place RV10 switch to COMPASS position to enable the sound).

The ARC can receive a ground station signal at a maximum distance of 120km and at certain altitudes
as shown in the following table:
Table 9.1:
Distance from the station

20 40 60 80 100 120
(km)
Minimum altitude
350 700 1050 1400 1750 2100
(m)
Note: Signals from NDBs can be acquired from certain altitudes and distances from the
station. Required altitude rises with distance, while the maximum distance for all NDBs
always remains constant (120km). Practically, this means that you won’t be able to
acquire signals from remote NDB while on ground; you will have to takeoff and climb
before the signal can be acquired. However, you will be able to acquire the signal from a
very close NDB even on the ground (during taxi or takeoff preparations).

Image 9.4: Ground radio stations locations and ARC channels for sector 1-I. Outlined in blue lines is radio stations signals
coverage area in this sector. This image is available for hi-resolution print (Mods\aircraft\MiG-21BIS\Doc\Manual_Images).

Image 9.5: Ground radio stations locations and ARC channels for sectors 2-I (left) and 2-II (right), divided by yellow dotted line.
Outlined in blue lines is radio stations signals coverage area in this sector. This image is available for hi-resolution print
(Mods\aircraft\MiG-21BIS\Doc\Manual_Images).

Image 9.6: Ground radio stations locations and ARC channels for sector 3-I. Outlined in blue lines is radio stations signals
coverage area in this sector. This image is available for hi-resolution print (Mods\aircraft\MiG-21BIS\Doc\Manual_Images).

Besides locating the aircraft and its flight path, an experienced pilot can use the ARC for an
instrument landing approach. You need to know a physical location of the selected NDB station
which is aligned with the runway you want to land on. You must fly your approach flying over the
NDB station in the landing direction; you will recognize that you’ve just flown over the NDB station
by observing the ARC needle suddenly turning 180о on the NPP. Basic NDB landing principles are
illustrated in Image 7.2; decision altitude for ARC landing is 100m as read on the radio altimeter.
Note: Regardless of your skill and experience, you must never

attempt ARC instrument approach/landing under extremely low
visibility!
RSBN and PRMG
RSBN („Радиотехническая система ближней навигации“ - Short Range Radio Navigation System)
is a system of ground based radio stations, broadcasting omni-directional (360о) radio signals
separated by 1о. It also broadcasts a radio signal that is used to measure distance (in km) to the
RSBN. RSBN may be combined with PRMG (“Посадочная радиомаячная группа” - Landing radio
stations group, basically the Instrument Landing System) for precise instrument landings. DCS MiG-
21BIS RSBN/PRMG receivers can tune 16 pre-set channels (01 - 16); channels enumeration is
according to airfields enumeration (image 9.8). It is possible to select different RSBN and PRMG
channels (e.g. RSBN 01 - Anapa, PRMG 02 - Krymsk) in which case the RSBN needle and distance
meter will be set to the RSBN channel when the RSBN mode selector is in cloud penetration
(descend) or navigation mode, and to PRMG distance and instrument landing system when in
landing mode. If both channels are the same, the distance meter will show the distance to the
selected airfield in all modes.
Note: ARC and RSBN are complementary devices; they

complement each other to provide navigation information under
various combinations of NDB and RSBN locations. For example,
preset ARC and RSBN channels might be set for ground stations
that are far apart. Thus, if the destination airport does not have
RSBN (no preset RSBN/PRMG channel for that airport), it is very
likely that the landing NDB is available and one of your ARC
channels is preset for it. This will allow for an imprecise instrument
approach to that airport.
The RSBN control panel LV17/26 and RSBN mode selector CU11 are used to control the operation of
RSBN/PRMG. The NPP needle should be assigned to RSBN, so LV8 switch should be toggled to the
upper position.

Image 9.7: RSBN control panel
8 - ARC/RSBN NPP needle control switch (up for RSBN)
17 - sound volume control
19, 20 - RSBN and PRMG signals control lights (green - signal is OK)
23 - RSBN channel selector with channel window
26 - PRMG channel selector with channel window
31 - RSBN self-test button (hold to test)
Controls crossed with red X are not in use.
The RSBN receiver has three modes of operation:
CU11 Switch Position Mode
Cloud penetration - descend

Up
(standard, instrument descending)
Middle Navigation
Instrument Landing System (PRMG)

Down
approach

Image 9.8: RSBN/PRMG ground stations at various airports, with channel numbers (1 – 16). RSBN
ground station range/coverage is given for Sochi-Adler only (showing range/coverage for all RSBN’s
would cover entire image). This image is available for hi-resolution print (Mods\aircraft\MiG-
Cloud penetration mode
Cloud penetration (descend) is a simple mode allowing the aircraft to safely descend over obstacles
during approach to the selected airbase for landing. This mode is turned on when the airplane is
approaching the selected RSBN station for landing, before it reaches either the PRMG radio beams
coverage range, or the pilot obtains visual contact with the runway. It is usually used during night
missions or in IFR conditions. If this mode is selected, the horizontal directional needle will point to
the calculated descent speed, which needs to be held in order to reach the desired descent altitude
at a given distance from the runway. It operates regardless of the speed of the aircraft, enabling the
pilot to fly the aircraft along a safe descent path. This mode allows an initial descent at a maximum
distance of 120km from the runway. 20km away from the runway, the altitude should be 600m
above the station, allowing the pilot to either acquire visual contact with the runway and continue a
visual approach for landing, or to enter the PRMG approach. The pilot may also choose to fly directly
to the station and then perform landing using a school pattern or a big box pattern.
Note that this mode does not take into account the direction of the runway automatically. The pilot
needs to select the proper radial along which he wants to perform the descent. If the pilot chooses a
radial using the 3K knob, he needs to intercept it using the localizer (kurs) needle, while at the same
time descending using the glide path (glisada) needle.

Image 9.9: Guidance program for CLOUD PENETRATION mode
1 - Engage CLOUD PENETRATION mode whenever you need it. At 120km or further from the RSBN
station, your altitude should be 10,000m.
2 - Descent starting point is at 120km from station. Recommended IAS during descent is 600 km/h.
3 - Keep the GLIDE director needle near the center of the aircraft silhouette on the KPP. If you are
flying on a certain radial, keep the LOCALIZER director and needles around the center.
4 - 20km from the RSBN, altitude is 600m and the descent program ends: at this point you can
engage the LANDING mode or you can proceed with a visual approach. If you continue with CLOUDS
PENETRATION mode, the needles will instruct you to maintain 600m.
5 - Area of constant altitude of 600m within 20km around RSBN station.
Image 9.10: Intercepting penetration glide
1 - Aircraft is below the descent path. Either fly horizontally until you intercept the descent path, or
climb to intercept. Once you intercept the glide, continue your descent.
2 - Aircraft is above descent path. Increase descent rate to intercept descent path. Don’t descend
too fast or you will overshoot the glide path.

Image 9.11: Relation between aircraft position and needle position
1 - Aircraft is below glide path - needles indicating path are above “horizon” on KPP and NPP.
2 - Aircraft is above glide path - needles indicating path are below “horizon” on KPP and NPP.
3 - Aircraft is on glide path, needles are on “horizon”.
Image 9.12: Upper image shows aircraft at 71km from RSBN station, while in CLOUD PENETRATION
mode. Note the glide path is below aircraft (glide needles) while vertical speed is within
recommended by glide director needle (yellow needle on KPP). On the lower image the same aircraft
is 24km away from RSBN station, on glide path and currently descending with greater than
recommended vertical speed.

Navigation mode
Navigation mode is a main RSBN operation mode. In this mode the NPP needle shows direction to
the ground station while CM43 displays range to the ground station in kilometers. The RSBN receiver
can acquire a ground station signal at the maximum distance of 200km at certain altitudes as shown
in the following table:
Table 9.2:
Distance from the

ground station 30 60 90 120 150 200
(km)
Minimum altitude
530 1050 1570 2100 2620 3500
(m)
In this simulation, there are 16 RSBN/PRMG stations preset on the aircraft. All preset stations are
located at the airports, thus an instrument approach is available for all preset stations. Preset
channels are numbered from 01 to 16 and the rest of the channels are not in use. Remaining (free)
channels could be used for user’s stations creation.
This mode enables the use of radials and radials interception. Radials are selected using the 3K knob
on your NPP: when you set the course using the 3K knob, the opposite value of the selected course
is the selected radial. For any given radial, the course directory needle will deflect, giving you
information about which side you need to turn the aircraft to, in order to intercept selected radial.
The localizer needle will show the angular difference between the current and selected radial.
Radial interception
Radials are lines aligned with the course system with their origin at the ground radio-navigation
station. Just like in the case of courses, there are 360 radials. Radial 0/360 is pointed to north.
For precise radio navigation, it is often required to fly along a certain radial. To do so, you will need
to execute a procedure called “radial interception”. To intercept a radial from a RSBN station, you’ll
always need to perform four initial operations:
- set up the correct channel for the desired RSBN station (confirm signal reception),
- select the NPP needle to RSBN mode (RSBN/ARK needle selector switch),

- set up NAVIGATION mode for the RSBN,
- select the desired radial to intercept using the 3K knob on the NPP.
The relation between your current course, radial, selected radial and RSBN station location will
decide radial interception guidance logic. Intercepting solutions could be simple or complex,
successful or not successful.
Without going into details that might just confuse you, you just need to remember that all you have
to do in a radial interception is to “follow the needle” - that is the course director needle located on
the KPP. The only thing you need to know is whether you want to fly towards the station (TO) or
from it (FROM).
Here are a few examples of a radial interception, starting with the simplest:
A) You are currently crossing radial 040 from the selected RSBN
station, maintaining heading 360. You want to fly along radial
360 which you have selected on the NPP (3K needle tip points to
180). The course director needle on the KPP will deflect to the
left, meaning that you should perform a left turn until the needle
is in center. When you do that, you will be on an initial
interception course. The needle will start moving relatively soon,
the length of time depending on how far you are from the radial
(the closer you are - the faster the needle movement). Whenever
the director needle moves, leave it so it moves for about 1/4-1/3
to either side and then correct your heading. Once you approach
+-5o to selected radial, the localizer needles will start moving,
indicating a more precise deviation from the selected radial.
When your localizer is around the central mark (circle), you are
on the selected radial.
This situation is known as FROM - FROM situation, and it is the

simplest situation in radial interception procedure.

B) In the next case you are also on the radial 040, but this time
your heading is south, and like in the previous case you opted to
intercept radial 360 (3K needle points to 180). In this case your
course director will give you a right turn indication. Follow the
needle until you are on the initial interception course. Correct
your position when your needle is 1/4-1/3 aside. Like in the
previous case, finalize the interception using the localizer needle.
This situation is a variant of the so called TO - FROM situation,

and is more complex than the previous, because in the case that
you are too close to the station, you will fly over it before the
procedure is over, and you will enter another, even more
complex situation called TO - FROM (gray aircraft silhouettes).
C) In the next case let’s assume you are flying towards the RSBN
station on radial 180 with a northern heading. You have selected
radial 140 for interception (3K needle points to 320). You will
receive either a left or right turn instruction for final interception.
If it happens that the director gives you a right turn - just start
performing a left turn for final interception. This might happen
because the RSBN computer incorrectly guessed your
intentions. Note that this might happen in all described cases,
so you need to know exactly what you want to do. Once you
start turning left, it will correct the needle position. This is a
situation with two opposite turns, therefore it is more complex
than previous examples.
This situation is a variant of the so called TO - TO situation, and

like in the previous case there is a probability of procedure
failure if you are too close to the RSBN station when you
initialized the procedure (gray aircraft silhouettes).
D) Finally, imagine that you are flying on a radial 180 on a

southern heading, while you have selected radial 140 and you
want to fly towards the station (3K needle points to 320). The
director will give you a left turn instruction, constantly giving you
leftwards corrections. Apply the same logic as before, allowing
for an error of 1/4-1/3 needle deflection before you start
adjusting the position according to localizer needles.
This situation is a variant of the FROM - TO situation. If you

initialize this procedure when too close to the station, you might
overshoot the selected radial during the procedure, which then
might become one of the previously mentioned situations. In
worst case, resulting in a failure to intercept the selected radial
(gray aircraft silhouettes).
Apart from these most common intercept situations, there are

more complex ones, which you might encounter during flight like
the one shown in image to the left. In this example, you are on
the radial 320 flying towards the station. Your intention is to
perform an approach for landing using radial 180. If you select
radial 180, the director will give you confusing instructions, since
the selected radial is at the opposite side of the RSBN station.
Therefore, you must perform an initial interception on the
shortest side (which is to your right in this case) until you fly past
the RSBN station. At that point, the situation will become FROM -
TO. Some possible solutions are given with slashed black lines.
Instrument Landing System mode - PRMG mode
The Instrument Landing System (Rus. PRMG - „ПРМГ - Посадочная радиомаячная группа“) mode
is used at a maximum range of 25km from the selected PRMG station and in the direction of
approach for landing. In this mode, the range (distance) indicator displays current distance to the
PRMG station. The NPP needle continues to show the direction to the selected RSBN station which
can be on the same airfield as the selected PRMG station.
The NPP and KPP localizer and glide path needles show the aircraft position in relation to the
programmed approach flight path (deviation from the approach course and altitude). The Localizer
and glide path blinkers are white if the PRMG signals are not acquired (airplane is outside the PRMG
signal zones). When the aircraft is receiving PRMG signals, the localizer/glide path („K“– course, „Г“–
glide path) flashers will turn black.
The Instrument landing system for the MiG-21BIS is set at a glide path angle of 4о, with a course
approach from both runway directions, and with the PRMG signals zones of ±2о for course (localizer)
and ±2о for glide path. The implemented system automatically recognizes a pilot’s intention to land
from either direction according to runway orientation, and self-adjusts to accommodate the pilot’s
intention. For example, if the runway orientation is 090/270, the pilot can approach for instrument
landing from either direction without any additional adjustment of the PRMG system. The pilot only
needs to select the appropriate channel for the desired airport PRMG station using control knob
LV26, and then select “landing” mode with switch/selector CM11. Optionally, the pilot can select the
RSBN as a source signal for the NPP RSBN/ARC needle with the LV23 knob. When the pilot initiates

an approach in the desired landing direction (e.g. 090о), as he arrives in a zone which is ±45о from
the landing direction, aircraft equipment will automatically self-prepare to display landing
information for that landing direction. If the pilot changes his mind and decides to approach from
the opposite direction, as soon as the aircraft is in a zone of ±45о from the new approach direction,
the aircraft’s equipment will automatically self-adjust to display appropriate information.
Image 9.13: NPP shows the aircraft is within the localizer/glide path radio beams. The presence of
the localizer and glide path radio signals is indicated with black windows flashers on NPP (blinker
windows, in orange circles). Localizer and glide path needles show the same values both on KPP and
NPP (orange arrows).

Image 9.14: Localizer features and basic interception principles (top-down view)
1 - Intercept the localizer by aligning your aircraft along the RSBN radial that lies along the runway
direction. In the shown example, turn left to intercept 270o radial: make sure that the RSBN/ARC
needle on your NPP shows 90o towards the RSBN while your course is also 90o ± 2o.
2 - PRMG localizer signal zone is ±2o.
3 - PRMG signal can be acquired at max. 25km from the PRMG station. The PRMG station is located
near each end of the runway.
Image 9.15: Glide path features and basic interception principles (side view)
1 - Intercept glide path by descending to an initial altitude which is a bit lower than the expected
glide path altitude at the interception point. For example, if you are intercepting the glide path at
20km, fly at 1000m above RWY altitude.
2 - Glide path altitude approx. 1400m
6 - Descend angle is 4o with vertical tolerance of ±2o.

Image 9.16: PRMG approach and landing parameters. Picture also shows NDB stations and their
distance to PRMG (or RSBN) stations. Note that the above shown NDB locations may not be available
for every airfield in DCS World.
1 - Altitude 1000-900m, IAS 500 km/h, extract landing gears, fly horizontally until both LOCALIZER
and GLIDE signals are acquired - blinkers on NPP must be BLACK. Start descend according to GLIDE.
2 - At 11-12km from PRMG station: altitude 600m, IAS 500 km/h, extract flaps to 25o, FULL PRMG
ESTABLISHED
3 - Altitude 270m, IAS 380 km/h, flaps 45o, be prepared for visual
4 - Altitude 120m, IAS 360 km/h, decision height 100m - if you don’t see the runway, go around
Approach for landing in “Automatic” or “Directional” SAU modes
The SAU is coupled with the aircraft's PRMG receiver. When the pilot is performing a PRMG
instrument approach, he might decide to engage either the “Automatic” or “Directional” SAU modes.
Note that neither of these two modes is actually meant to be used to land the aircraft, rather they
are designed as an aid for the pilot during the instrument approach.
The first condition for engaging either of these two modes, is that both localizer and glide path
signals are acquired (“K”and “G” blinkers on NPP are black).
The pilot engages the desired mode by pressing the LV51 button-light for “Directional”, or the LV52
button-light for “Automatic” mode. Both modes are disengaged using the LV54 button.
When in the “Automatic” mode, the SAU will take control of the aircraft's pitch and bank channels,
while trying to maintain the aircraft on an ideal approach path (localizer and glide path are within
the NPP central circle marker). Note that the SAU does not have control over the throttle, gears or
flaps. Thus, the pilot should take care to adjust approach speed and deployment of gear and flaps.
During an “Automatic” approach, the pilot should observe the aircraft's altitude and disengage the
SAU (using LV54 button), once the altitude measured from the runway threshold reaches 100m,
which is about 1km out from the threshold itself. From that point on, the approach and landing are
manual.

In the “Directional” mode, the SAU will provide pitch and bank cues on the KPP using the yellow
RSBN/PRMG directional needles. If the glide path directional needle (horizontal one) is above the
central position, the pilot should either decrease the aircraft's descent rate or maintain horizontal
flight, depending on the amount of vertical positioning error. It is the opposite if the needle is below
the central position: the pilot should increase the aircraft's descent rate. As for the localizer
directional needle (the vertical one), things are rather self explanatory: if it is to the left, the pilot
should decrease the heading, while if it is towards the right - heading should be increased. The pilot
can land with the “Directional” mode turned on, since the SAU won’t interfere with the pilot's inputs.
Landing approach with the “RSBN box”
Apart from providing solutions to usual navigation problems, the onboard RSBN equipment provides
one additional feature: flying along the landing pattern with the help of a so-called “RSBN box”. The
RSBN box is a set of markers on the NPP’s inner circle, enabling the pilot to create a landing pattern
on any airbase equipped with a RSBN station. Performing a landing pattern using the box and RSBN
does not require any additional equipment.
The RSBN box landing pattern can be constructed (flown) either as “the big box” or “the small box”.
There are no crucial differences between these two, it is up to the pilot to decide which maneuver
he will execute.
The big box’s advantages are that it allows for a much more flexible pattern construction, more time,
larger distance for approach enabling easier PRMG use. Small box advantages include more dynamic
pattern construction, less time/fuel consumption, but requires more attention for the PRMG
approach itself, since distances are smaller and altitudes are lower.
The RSBN big box approach is best performed when combined with a PRMG precise approach,
therefore set LANDING mode to RSBN and make sure your NAV and LNDG RSBN/PRMG channels are
set up correctly.
Look at next image for numbered references in the following text.
1 - Fly over the RSBN station in direction of the runway at 600m with an IAS of 600 km/h. To fly along
the so-called “Big box”, initiate your first turn when you are 7km away from the station. To fly along
the “small box”, start your first turn at the 5th kilometer from the station. Note that all turns in both
boxes need to be executed with 45o of bank, and for 90o of heading. While flying away from the
station, set your COURSE SET (3K) needle to indicate your landing course (approach radial), and set
LANDING RSBN mode.
NOTE: On shown image, small box is illustrated with dotted

rectangle. Small box construction is not recommended for
inexperienced players. You will not have enough time to handle the
workload in final phases of approach.

2 - When the tail of the RSBN needle reaches mark “2” on the inner NPP scale, perform a second
turn. In the shown case, turn left and place the 3K needle vertically so that the NPP shows it like
appears on image 3. Once on course, decrease your speed to 500 km/h IAS, altitude 500m.
3 - In this position, the RSBN station is precisely 90o aside, which indicates the position for landing
gears extraction. Compensate gear drag and maintain 500 km/h IAS, altitude 500m.
4 - When the tail of the RSBN needle reaches mark “3” on the inner NPP scale, perform a third turn.
Remember, turn exactly for 90o. If you are flying along a small box, once you finish the turn, extend
flaps to 25o and allow speed to slowly drop towards 420 km/h. If you are flying along a big box,
simply continue with 500 km/h IAS, at 500 m.
5 - When the tail of the RSBN needle reaches mark “4” on the inner NPP scale, perform your final
turn. During this turn, watch the LOCALIZER and GLIDE needles along with the PRMG signal markers.
Once you are sure you have acquired both signals from the PRMG, you can switch to a precise
instrument approach. In this case, you should have established the PRMG right after you exit the
turn. Don’t forget to prepare the aircraft for landing by extracting flaps and slowing down to
recommended speeds along the approach line.
Image 9.17 (on next page): RSBN “big” and “small” box schematics

Kneeboard
The Kneeboard is an important feature when it comes to navigation in the DCS MiG-21BIS. Since
you can’t load your flight plan to an onboard computer like in case of other DCS aircraft, the only
two ways to navigate with the MiG-21 is either to create and print your flight plan, so you can use it
during flight, memorizing as much as possible before the flight, or to use the kneeboard feature.
Access your kneeboard with RCtrl + Up arrow. It will pop up in the left side of your window. You can
browse it using RCtrl + Right arrow (browse to the right) or RCtrl + Left arrow (browse to the left).
Browsing to the left is recommended since the left side will show all the custom things we pre-
designed for you. Both sides are cyclic, so you will end where you started, but in the case that you
browse to the right, you will have to browse through many pages before you reach the custom MiG-
21 pages.
For the navigation however, you will have to browse right, through a few pages with maps on them.
If you created a flight plan in your mission editor, you will see it drawn over the map. Once you start
flying, you can mark your current position on the map using RCtrl + Down arrow. By comparing the
“position mark” with the route, you can tell the way you need to fly in order to correct your position
if needed.
Image 9.18: Kneeboard with map of proper scale, flight route and few “position marks”. Position
mark symbols are violet colored arrow-heads: tip of the arrow-head indicates aircraft direction.
Mark 1 was taken several minutes before the screenshot, and it indicates the route is to the right
side. I did not correct my trajectory at this point. Few minutes later, I marked two sequential
positions (mark 2). Compare positions and the route.
Apart from map and flight plan (route in particular), among the MiG-21 custom kneeboard screens
you will find a list of RSBN channels, radio channels, ARC sectors and stations list, and some empty

templates pre-set to fit the kneeboard screen.
If you want to put your images in your kneeboard, refer to MiG-21 installation folder, usually
Program Files\Eagle Dynamics\DCS World\Mods\aircraft\MiG-
21BIS\Cockpit\KNEEBOARD\indicator\CONTENT
You will find Template1-3.jpg files there: edit them the way you want it, rename and save in the
same folder. The next time you start the mission, you will be able to see your images on the
kneeboard. Handy stuff.

10. Weapons system
related to basic weapons use are available with DCS MiG-21BIS installation. You
should read this chapter before attempting to fly those missions.
The weapons system on the MiG-21BIS is built around two targeting systems: the optical sight (ASP)
and the radar: RP-22SM “Sapphire”. The ASP allows the use of unguided and free-fall/drag weapons
(guns, rockets, bombs) and use of infra red (IR) short range missiles against airborne targets, while
the Sapphire radar allows the use of both air-to-air (AA) and air-to-ground (AG) semi active radar
guided and IR missiles.
Although primarily designed as interceptor with the task of destroying strategic bombers, the BIS
quickly became a multirole combat aircraft. As the threat of strategic bombers armed with nuclear
bombs diminished, large numbers of MiG-21’s, small and fast interceptors, were tasked with new
mission types. With a good thrust to weight ratio and excellent acceleration and climb rate, they
often carried two AA missiles along with unguided rockets or bombs. Reconnaissance was also on
the tasking list, along with close air support (CAS). However, built as a generic interceptor, it could
not excel in those missions and could never compete with aircraft specifically built for air to ground
tasks. Truth is that most of the MiG-21BIS longevity is due to the fact that it was quite a robust,
modest and resilient machine, capable of performing most mission types with minimal maintenance
requests and with long mean time between failures (MTBF).
Basic weapons system management
Before we get down to the ASP and Sapphire use, we have to explain the basic principles of weapons
management. To manage the weapons system, the pilot uses the cockpit interface to activate a
particular weapon system and weapon, select one or multiple launchers/weapons, set-up the aiming
conditions, and finally use selected weapon. Following this order we can divide all cockpit weapons
system interfaces down to a few groups: activation, selection, aiming (including target acquisition),
and launching/firing.
Activation interface
The weapons activation interface allows for weapons launchers to be powered up. Without electric
power, weapons can’t be used even if the aiming and remaining weapons subsystems are active. All
necessary switches for weapons activation are located on the RV panel.

Warning: You must never arm the weapons while on the ground: this is a
precautionary measure to ensure you won’t activate the weapon by accidentally
pressing a launch button or gun trigger, even knowing the weapons launch
sequence is blocked while aircraft is on ground (ground lock is engaged by landing
gear in extended position).
To power up the weapons system, you must follow certain procedures for safety reasons. The first
set of switches which should be turned on are the Power switch for 1-2 pylons (RV27) and Power
switch for 3-4 pylons (RV28). They will power up the pylons and enable locks operation in order to
release weapons. Next, if you have AA missiles you should turn on RV25 which will power up the
missiles. Switch RV26 should be turned on just before you plan to use the rockets or missiles
because this switch enables rockets/missiles to be launched; in other words, this switch powers up
the launch subsystem. Otherwise, missiles or rockets won’t launch even if everything else is turned
on. You can think of it as a last precautionary measure. Apart from that, when using certain pylons
with bombs instead of missiles, you should turn on the Tactical release switch (CL73), which enables
the bombs’ fuses so they can explode on impact. If you don’t enable tactical release, you will still be
able to drop bombs, but they won’t detonate on impact.
Image 10.1: Weapons activation interface on right-vertical panel.
If you want to use the gun, turn on the Gsh-23 gun power switch (RV32) a minute or two before
using it. Although this will power up the gun itself, you still won’t be able to fire it because you need
to load the gun by activating one of 3 cannon pyrotechnic cartridges using the Gun load/reload
buttons (CU4-5-6). This procedure is for safety reasons.
The ASP itself can be turned on anytime without limitations, granted that other aircraft systems are
up and running (especially the AC system and gyros). Use the ASP-PFD optical sight power switch
(RV33) switch to turn the ASP on.

Finally, if you plan to use the Sapphire, you need to know that it needs time to warm up before it can
be used. Therefore, you can turn the RP-22 radar main mode (RV62) to stand-by when your aircraft
is ready for takeoff. Usually, it will take between 3 and 5 minutes for the radar to warm up. After the
warm-up time has passed, you can test the radar using the RP-22 radar self-test button (CM51). I
will explain radar use later.
So far, we’ve covered system activation procedures. Next, you need to perform selection procedures
which will enable certain weapons while - at the same time - safely disabling (deselecting) all other
weapons.
Selection interface
All selection interfaces are located on the CU1/7 control panel. Note that ASP settings affect weapon
selection, but those are explained in the Aiming interface section. The first switch is (CU2) which is
the ASP master mode selector: by using this switch you are switching between AIR (up) and
GROUND (down) mode.
Note: IR AA missiles can be used to engage ground targets with a

heat signature. Although at the moment I don’t know if this will be
possible in DCSW, in this case you need to select the AIR master
mode, regardless of the fact that you are engaging ground targets.
The next switch (CU3) is the AA missile type selector. When you want to use IR AA missiles it should
be placed in the upper position. If you are using semi active radar homing AA missiles, it should be in
lower position.
Image 10.2: Weapons selection interface on central-upper panel.
Gun load/reload buttons (CU4-5-6) are used to load the internal GSh-23 gun. Three buttons, each
one of them activating its own pyro charge allow reloading the gun if it jams: in this case, you have
to reload it (thus unjamming it) using the next button in order. For example, if you have used button

1 for initial gun loading, and the gun jams, you should use button 2 to reload (unjam) it. When you
press the button, a distinctive sound of metal pounding to metal is heard, along with the explosion
of one pyro cartridge. When the gun is loaded and ready, a green light (CU1) is illuminated. Light is
OFF if the gun is empty (ammo used), not loaded or jammed.
Finally the Pylon and weapon type selector knob (CU7) is a pylon and a weapon selector at the same
time. I will explain use of this selector using the polar coordinate system similar to clock numbers (12
is up, 3 is right, 6 is down, 9 is left etc.). The selector zone which starts from 9 to 11 is reserved for
bombs and rockets launchers and quantity selection. The numbers are self-explanatory: for example,
if you want to release bombs from launchers 3 and 4, you should place this selector in a 10 o’clock
position (B 3-4). At the same time, if you are using rockets, this will enable the launch of 8 rockets
from each pod (RS 8) regardless of the number of the pods on the aircraft (2 or 4). The zone starting
from 12 to 1 is reserved for S-24 unguided rockets. Since they are always launched in pairs, you can
select launchers 1-2 or 3-4. Because of the large quantity of smoke generated during a launch
sequence which can interfere with safe engine operations, it is possible to launch only two rockets at
a time. Finally, the zone starting from 2 to 7 is reserved for AA missiles. You can choose either to
launch missiles in pairs (positions 1-2, 3-4) or from individual launchers.
The only exception to these rules is the Kh-66 Grom: to use it, place the weapon selector to S - 24 1-
2 position. Grom launches as single missile, so be careful with aircraft handling after the launch
because you will have significant asymmetric wing load.

Aiming interface
Optical aiming sight - ASP PFD
The Aiming interface is located on the ASP, radar control boxes, throttle and stick.
Image 10.3: ASP interface.
12 - Launch authorized (rather “within the launch zone”)
13 - guns or rockets/missiles

14 - firing (shooting) or bombardment
15 - automatic or manual
16 - distance scale for AA missiles
17 - target size in meters in A-A gun mode
18 - target size in meters in all other modes
19 - missiles or gyro pipper movement pattern
20 - scales backlight
21 - fixed net illumination level
22 - fixed net ON/OFF
23 - pipper ON/OFF
24 - pipper illumination level
25 - intercept angle knob
26 - angular scale in degrees
27 - pipper (reticle) and fixed grid (fixed net, setka)
28 - brakeoff light (brake the attack)
29 - radar lock light
30 - distance and angular scales
31 - scale needle
40...42 - AA missile lock lights
ASP-PFD has many switches and knobs that serve as an interface to set up necessary aiming
conditions. The first switch (CU13) is used to select the ASP aiming mode for guns (up) or
missiles/rockets (down). Below that is (CU14) which is used to select either fire/shooting (up) or
bombardment (down). Bombardment mode is used exclusively for bombs, while fire mode is used
for other modes. The third switch is (CU15), and it is used to select either automatic (up) or manual
(down) distance and target size calculation. When in automatic mode, the ASP will draw the pipper
according to either Sapphire data (if the airborne/ground target is radar-locked), or pre-set distance,
target size and angular corrections that enable optimal use of ASP sight. Manual mode allows the
pilot to introduce his own target size, angular corrections and to manually measure distance to the
target.
The knob on the left side of ASP (CU17) is used to set up the target size in meters. The target size
shown in the small red window (CU18) is used to set up the target size in meters in all cases except
when in automatic AA gun mode. In this mode you can still set up the target size, however you have

to look at the scale drawn on the knob itself (not the scale in the red window). The opposite knob on
the upper right side (CU25) is the angular correction knob. When in automatic mode, the ASP will
rotate this knob and its scale (CU26) to set angular correction for the selected weapon (different
angles for bombs, rockets, guns). Intercept angles are shown in the red window CU26. When in
manual mode, the pilot can move this knob to set a correction angle in accordance to instructions
for certain weapon. Distance scales on the top of the ASP (CU30) show current distance to the target
starting from the right (max distance) and moving the needle (CU31) to the left (towards min
distance). There are four scales:
 the bottom-most scale indicates distance for AG rockets and guns (400m - 2000m),
 the scale above indicates distance for AA missiles (>1km),
 second from the top scale indicates small distances (2000 - 400m, right to left), and is used
for AA gun attacks; this scale is the same as the bottom-most scale.
 the topmost scale indicates diameter of pipper in miliradians4.
Image 10.4: Throttle rotator (LH63): when used with the radar it moves TDC up/down, when used
with the ASP it is used to measure the distance to the target.
Only one needle is used for distance indication on all four scales. In automatic mode it will
automatically move to indicate the distance for the selected weapon, but the pilot needs to know
which scale to observe. In manual mode, it will move if the pilot manually changes pipper diameter
using the throttle rotator: by changing the pipper diameter, pilot actually frames the target inside
the pipper and reads the distance to it on appropriate scale. This manual distance calculation is
based on known (or assumed, best guessed) target dimension entered in the ASP using (CU17).
The small windowed scale on the top left side of the ASP is the AA missiles distances scale (CV16). It
will show the distance to the radar-locked target. Since you will have other visual indications for
launch permission, you don’t need to pay much attention to this scale.
Below the four distance scales are two signal lights: RADAR LOCK-ON green light (left , CU29) and
BREAK-OFF red light (right, CU28). Above (CU12) is LAUNCH AUTHORISED orange light which will
illuminate when the target is within the weapon firing range. RADAR LOCK-ON will work only if the
4
Miliradian (mil) is angular measure; one mil equals to the angle at which object of 1m height is seen at a
distance of 1000m. It is approx. 0.05729 degrees or 0.001 rad. In some countries it is often called “thousandth”,
because mil = rad / 1000.

radar is used for distance measuring (either for AA missiles or in fixed-beam mode for attacking
ground targets). Since it won’t work if the pilot doesn’t use the radar, the pilot has the LAUNCH
AUTHORISED light. One or two seconds after the LAUNCH AUTHORISED light illuminates, the pilot
should use the selected weapon, and quit using it after the BREAK-OFF light illuminates (LAUNCH
AUTHORISED will go OFF). Whenever the BREAK-OFF light illuminates, the pilot should perform a
decisive brake-off from the attack. This rings true for both airborne and ground targets.
Image 10.5: Illustration of the relation between the distance (introduced with throttle rotator) and
pipper size and intercept angle.
The two position lever, MSL - GYRO is located on the lower-left side of the ASP (CU19). It is used to
select a pipper movement pattern. When in MSL mode, the pipper movement is calculated using
only 2 out of 4 parameters, rendering a stable pipper. When in GYRO mode, the pipper is pretty alive
and jumpy, making it hard to aim, but once aimed - the weapon will hit the target if fired at a proper
distance. The first mode is used for AA missile aiming. GYRO mode is used whenever the target is not
very agile (all ground targets and airborne targets which are maneuvering with less than 3-4g).

Note: When engaging agile airborne targets which maneuver with more
than 3-4g, you need to use the fixed net for targeting. This is because the
pipper intercept angles could go beyond 7o, and the pipper can’t be
drawn within the ASP reflection glass.
Finally, three signal lights (CU40-41-42) which are not placed on the ASP itself but are a part of the
aiming interface, indicate if the IR missile seeker head has locked a target. The green light “1” will
light up if RS-2US missiles on the left wing have locked the target; while light “2” is for the RS-2US
missiles on the right wing. “62” light is for selected R-60 missiles, regardless of pylon position.
Therefore, to recognize that the IR missile seeker has locked the target, you need to hear the lock-on
sound and see the lock-on light. If any of the two is missing, the missile could have locked the target
only temporarily or locked on to some IR noise.
Radar aiming interface
I’ve already mentioned that the radar needs to warm up before use. To warm up the radar, move
the main radar switch (RV62) to the middle position (stand-by or warm-up position). Normal warm
up time takes 3 - 5 minutes after which it can be in stand-by mode for the next 35-40 minutes or
used when needed. Overall longetivity in the ON mode is 20-25 minutes. So, only turn the radar on
when you really need it; otherwise, put it in the stand-by mode.
Note: Time limits for the radar are imposed by limited amount of its
cooling liquid. If the radar overheats, the TURN OFF RADAR red light
inside the radar screen will light on. In that case, turn off the radar to
avoid radar failure.
Image 10.6: Main radar control panel.
General radar health is indicated by the absence of an ERR red light (RV63) (above the main radar
switch). If this light comes on anytime during radar use, turn off the radar.
Once you’ve warmed the radar, you can test it by pressing the TEST button-light (CM51). During the
self test, false targets will appear on the radar screen. Move the TDC (also called “strobes”) over the
target using the throttle rotator and press the LOCK-ON button (PS5) for 2-3 seconds. The indication

on the radar screen will change from search to track mode, and you will see the target indication
with the distance markers moving around the screen, and then moving itself in the center. The
distance markers will move toward the center of the target, indicating closing to the target, and
finally all the control lights will light in sequence: HEAD RDY, LAUNCH, and BRAKE-OFF (O). After that
the image will disappear and the radar should get back to stand-by mode automatically. If this does
not happen or if the radar won’t enter test mode (e.g. you pressed TEST before the radar warmed
up), press the CANCEL button (CM52), wait another few minutes and try again.
Image 10.7: illustration of radar self-test pattern

To turn on the radar, move the main radar switch on RV62 into the top position. The search image
appears on the radar screen. The Sapphire’s antennae can’t be manually moved up-down or left-
right like in modern fighters. Instead, it will scan ±30o in azimuth, and -1.5o and +17o in elevation,
searching for any targets at a maximum of 30 km distance. Basically, you don’t need to do anything
except to fly at an appropriate altitude in order to actually “see” the target with your radar. Notice
that the Sapphire will look for targets flying at your altitude and above, preferring targets above you.
Therefore, always fly slightly below the assumed target altitude. If you’re flying close to the ground
with the radar on, ground reflections may appear on your radar screen, cluttering the bottom of the
screen. If this happens, the best course of action is to increase your flying altitude; however, if you
don’t want to fly higher for any reason, you can try to compensate the clutter by turning on the
compensation mode using the RV64 switch, set to the middle position, or - if that does not help - in
the top position. When in the middle position, the radar will try to erase the lower side-lobes, thus
cleaning the image; in the top position it will tilt its antenna upwards by about 1.5o. You can always
fly with the compensation turned on if you wish.
The third switch is the FIXED BEAM (RV66) mode, which locks the radar beam along the longitudinal
weapon axis (-1.5o) enabling distance measuring when you attack ground targets. In this mode, the
Sapphire measures the distance to any obstacle that enters the narrow circle around the longitudinal
weapon axis, thus giving you a precise distance to the target.
Image 10.8: Radar countermeasures and auxiliary control panel.
When in search mode, the radar screen shows a top-down image of the scanning area, drawing the
discovered targets as enemies by default. Targets above you will be drawn using an inverted T sign,
targets at your level will be drawn using a ‘－’ (dash), while targets below you will be drawn using a
T sign (note that this will be a very rare situation).
To identify friendlies you need to use the IFF system by pressing the (CM49) button. Friendly aircraft
will be drawn with a double line = for several seconds.
Note: Few a seconds after identification, friendly targets will once

again be drawn as enemies. If you lose contact with friendly aircraft
after interrogation, once the targets appear again they will be drawn
as enemies. Be careful when engaging targets to avoid a blue-on-
blue kill.

To lock a target, you need to fly your fighter so that the target appears in the central radar screen
zone marked with two vertical brackets. Once the target is inside, use the throttle rotator to move
the TDC over the target and press and hold the LOCK-ON button in the middle of your pilots’ stick
head (PS5). Hold the button until the target is locked: you will that know the target is locked by the
change of radar screen imagery, and the activation of the LOCK-ON light on the ASP. In lock-on mode,
the screen will show one horizontal bar indicating the locked target. Position of the target on the
screen corresponds with target relative position from the longitudinal weapons axis. Position of the
target on the screen is the same as if you could look at the target in front of you: for example, if the
target is top-left on the screen, then the real target is up-left from your longitudinal aircraft axis. The
distance to the target is drawn using two distance markers on the upper side of the bar. These bars
move towards the center of the bar if you are closing to the target (which is what you want to do). If
the target is faster than you and flying away, the bars will move towards the outer ends of the bar.
The Launch zone is represented as empty space on the target bar, near the center of the bar itself.
The longer the empty space on the bar, the greater the launch zone. Once your distance markers
enter the launch zone, you can launch your missiles. This will also be indicated with LAUNCH lights
on the radar screen and ASP.
Image 10.9: Radar screen
1 - Disengage light (break the attack).
2 - Distance mark, within launch zone gate (empty space).
3 - Target (“the bird”). Distance, dynamic launch zone and horizontal bars are attached to the target
mark, and will follow it around the screen.

4 - Launch light, will light up when the distance marks are within the launch zone.
5 - Missile head ready, will light when a SARH missile is selected and ready.
6 - Turn off the radar light. If you see this light - turn off your radar.
7 - Active jams (electronic counter-measures).
Note: Launch zone calculation is based on current fighter-target

energy calculation and programmed missile trajectory. If you launch
your missile just when distance markers entered the launch zone,
and target’s trajectory changes while the missile follows own
trajectory, it could happen that the missile won’t have enough
energy for terminal maneuvers and you will either miss the target or
have a “lagging missile”. Therefore, let the distance markers enter
the launch zone for about 1/4 to 1/3 to give your missile a bit more
energy reserves. If you want to increase your kill chances, use two
missiles with 3-5 seconds time delay between eachother.
If you’re engaging targets with semi active radar guided missiles, you will have to hold the lock until
the target is either hit or missed. For IR missiles you don’t even need to lock the target, although it
will help in locking the missile IR head to the target.
If you wish to unlock the target, press the CANCEL (also used as RESET) button (CM52).
If you are engaging slow flying targets such as slow flying aircraft, helicopters or some unmanned
aerial vehicles (UAVs), or you are pursuing the aircraft with small relative speed, press the LST
button (CM50) while in search mode. LST stands for Low Speed Target which is a literal translation
of the Russian МСЦ label. To get back to the normal mode, press the CANCEL button (CM52).
Note: The Sapphire needs three seconds to perform a full scan in

search mode. When searching for targets, fly for 10-15 seconds in
one direction to allow a thorough search of an illuminated volume of
airspace. If you don’t find what you are looking for, change your
heading by about 20-30o and repeat the search. Note that you have
to have valid information (or a very good guess) about the enemy’s
altitude so that you can position your fighter at the appropriate
altitude.
Note: In an airborne targets engagement, as a native interceptor,

the MiG-21BIS strongly relies on information provided by ground
radars’ crews. It was designed to be guided to an optimal attack
position by ground control during the interception procedure. This
procedure itself is known as ground controlled interception.

SPO - simple radar warning receiver
The SPO-10 is a device that will show you the relative direction of radar emission that is originating
from a ground/naval or airborne source, and is pointed in your direction. This device is completely
automatized, so you don’t need to interact with it during flight, apart from simply turning it on (RV6).
Unlike the radar, it does not emit any signals, so it’s safe to use it at any time.
Image 10.10: 1 - flashing lights (“eyes”), white - for day, red - for night; 2 - self test button; 3 - sound
volume knob.
It consists of four small lights (“eyes”), each representing one-quarter of

horizontal area around the aircraft: upper left represents an area from
the aircrafts’ nose to about 90o left, lower left is representing the area
from about 90o left to tail, lower right from tail to about 90o right, and
finally upper right from about 90o right to aircraft nose. These areas
overlap a bit, primarily for better signal separation and - at the same
time - consistent signal reception. At any time during flight, when the
aircraft is “painted” by other radars, one or more lights will start to flash,
along with a sound signal per each flash. If two adjacent lights flash at
the same time, it might be that the source (emitter) is located in the
overlapping area between the two: for example, if both left lights flash,
and only one source exists, the source is about 90o on the left side of the
aircraft. However, if there is more than one source, they might be
separated, thus each eye would pick up one unique source signal.
Image 10.11: (top-down)
1. threat/s in front-right sector,
2. threats either in both right sectors or at 90o right,
3. threats in front-right and back-left sectors,
4. threats in all four sectors (if eyes flash and sound is interrupted) or
lock (if eyes and sound are steady).
When there are several sources, all pointed towards the aircraft from
different directions, the SPO will flash multiple eyes: in this case, it is
difficult to tell which threat has priority. If the enemy radar locks the
aircraft, all four lights will light up consistently, and an uninterrupted
sound will play. This signal is considered a high priority warning and

should be taken very seriously. The issue then becomes that it is impossible to tell the direction of
the threat, as the SPO-10 does not provide any relevant information. Therefore, when you fly a
combat mission with the MiG-21BIS, you always have to be extra aware of your surroundings and
the theatre threats.
Note that the SPO, like any other radar warning receiver, has 360o azimuth coverage and partial
elevation coverage (about +-45o). Keep this in mind! Practically, if the source is above relative 45o
degrees or below relative -45o, your SPO won’t be able to detect the threat, and you might have an
incorrect impression that there simply is no threat. The same rule applies during the lock break
maneuvers: when you start a maneuver and you “place” the threat in the blind SPO zone, it will
cancel lock sound and lights, and you might think the lock is broken, while in fact, it is not.
Image 10.12: Illustration of SPO signal reception principles. Grayed out zones represent blind areas
with no signal reception, while white-orange zones represent zones with signals reception. On the
left image, the aircraft is receiving two BLUE signals from its left side (aircraft is flying towards the
reader). There is no reception of RED signals since they are in the gray zone. The pilot decides to
make a right brake-turn in order to escape the BLUE signals. By banking the aircraft to the right (the
right image), the pilot masked out all incoming signals (both BLUE and RED) and the SPO will show
no threat at this point. Inexperienced pilots might assume that there is no threat anymore, while the
fact is that the aircraft’s SPO simply can’t detect any signals in the currently observed areas.

Launching and firing
To launch a weapon or to fire guns is easy once you have acquired the target. Launching (missiles,
bombs, and rockets) is performed with a long press of the PS6 button. For missiles you have to hold
the button for about 2 seconds, which is the same for the bombs. Missiles will launch after 1-2
seconds while the bombs will fall-off almost immediately, but you will need to hold the button just
to make sure they come off properly. Rockets will start firing immediately, but you need to hold the
button pressed until the launching sequence is finished, otherwise you may interrupt the sequence
which will continue from where it stopped the next time you press the button.
Warning: To drop bombs, you need to turn on the TACTICAL RELEASE switch
(CL73). This will arm bombs fuses, thus allowing bombs explosion on impact. If you
want to drop your bombs passively, leave this switch off.
Image 10.13: Tactical release switch (CL73) and BOMBS ARMED light (CL72). CL61 and CL62 are
payload jettison buttons under the red caps.
To fire a gun you need to use (PS1) trigger. The gun will fire as long as you hold the button without
any time limitations. It will stop if either ammo is depleted or the gun jam. It will not fire if the
barrels are not loaded, the gun switch is not turned on or the landing gear is extracted.

Attacking ground targets
Attacking ground targets is always performed using the ASP with or without radar support. Both
methods are almost equally efficient, and final outcome largely depends on pilot’s knowledge and
skills.
To attack ground targets you always have to have visual contact with the targets. In the case of fog,
heavy precipitations and general low visibility, you won’t be successful in finding the targets at first
place, risking being shot down trying to find them. Once you find the targets you have to position
your aircraft so that you can perform one or few attacks. Never perform more that two attacks,
although only one is the best. Depending on type of weapons you have, your first attack should be
with the bombs, then with rockets starting with largest caliber you have. Attacking ground targets
with the internal cannon is not a good idea although it is effective against soft targets.
Common procedure for all AG weapons: Assuming that you have enabled the weapons system using
switches on the right vertical panel, select GROUND master mode (CU2), set missile selector in
NEUTRAL position (CU3), select AUTOMATIC mode using (CU15) and MSL mode using (CU13). If you
know the target dimensions in meters enter the value using knob (CU17), otherwise set 10-12
meters as a target dimension.
To use bombs, set the rotating launcher selector (CU7) towards the appropriate pylons with the
bombs (1-2, 3-4, 1-4), set ASP bombardment mode using (CU14). Finally, just before you attack, turn
on TACTICAL RELEASE (CL73). No matter if you have Sapphire in fixed beam mode or no, your pipper
will show correct aiming solution. The only things left to do are aim and drop the weapon with (PS6).
When using bombs, attack big targets from a high altitude, 4000m is a good starting altitude. Dive at
angles of -30...-40o, and always IDLE your engine. Be careful when you pull-up, not to exceed g-load
limit for other externals you may have. Drop the bombs as soon as the pipper appears in your ASP
glass. You will need a lot of practice in order to increase probability of hitting just about anything
with bombs using the MiG-21.
To use rockets, set the rotating launcher selector (CU7) towards appropriate number of rockets in
one burst (4, 8, 16) or towards the pylons with the S-24 rockets (1-2, 3-4), set ASP to ROCKETS mode
using (CU13) and FIRING mode using (CU14). Like before, the only things left to do are aim and
launch the weapon with (PS6) button.
When using rockets, attack big or medium size targets from a medium or low altitude, 2000m is a
good start. Dive at angles of -10...-30o, and set your engine to 70-80% power. Open fire at 1.7km
distance.
To use the internal gun, load the gun using the button (CU4) and make sure that the gun is loaded
which is indicated by the green light (CU1). Set the ASP to GUN mode using (CU13) and FIRING mode
using (CU14) Aim and fire the gun using (PS1) trigger. If the guns jam at any time, use the next
unused button (CU5-6) to unjam it.

Note: You can try to engage targets using the ASP in GYRO mode
(CU19). When you turn on GYRO mode, press and hold ENTER key
to pacify the pipper. Place the pipper just below the target: you can
either release ENTER or continue to hold. Try both approaches. If the
pipper looks to jumpy for you, switch ASP back to MSL mode.
Using the gun on ground targets is similar as in case of rockets.
Image 10.14: AG gun attack sequence:
1 - Distance is >2500m, pipper is placed slightly below the target and it is not moving up. Place the
pipper below the target during initial attack phase since it will start to move upwards once the
distance is <2500m. This phase is known as coarse (imprecise, rough) aiming phase.

2 - Distance is <2500m and pipper started to move upwards. Keep it below the target and wait for
another second or two for distance needle to move, indicating distances <2000m. From this point on
you need to be very steady since you entering phase of fine (precise) aiming.
3 - Distance needle started to move, LAUNCH light is on. You should fire your gun or rockets while
the needle is within he green marked distances range. Depending on your speed and dive angle, the
needle will pass this sector either quicker or slower. During your attack, as the distance decreases,
the pipper will move upwards more and more, so you need to compensate this by gently and
precisely pushing the stick away from you by very small amounts. Compare the pipper position on
images 1 and 5: you can see the pipper moved about 20 mils up.
4 - Gun burst might look strange since it appears that bullets will overfly the target. Don’t worry -
this is normal. Keep the pipper on the target or just a bit below it.
5 - The BREAK-OFF light is on, meaning it is time to brake the attack. This light goes on bit earlier
than it should according to minimal distance to the target: this is because ASP takes into account
your attacking parameters and time needed for an average pilot to take the aircraft away from the
danger zone. Break off with 4-5g if you have a payload. Engage the afterburner if you want to climb,
otherwise set 100% engine RPM and separate from the targets in straight low level flight or by using
a combat turn.
6 - Target (marked with orange circle) is hit and the shrapnel (marked with orange arrow) is flying
upwards. These represent a danger and can damage your aircraft, so once you fire and you have the
BREAK-OFF light signal, break the attack with 4-5g (or more, depending on your payload).
Attacking airborne targets
Airborne targets can be attacked using the internal gun, rockets or AA missiles. Let’s start with the
most common weapon - AA missiles.
Common procedure for all AA weapons: Assuming that you have enabled the weapons system using
switches on the right vertical panel, select AIR master mode (CU2), set missile selector in either IR
MISSILE or RADAR GUIDED MISSILE position (CU32), select AUTOMATIC mode using (CU15), and MSL
mode using (CU13). If you know the target dimensions in meters enter the value using knob (CU17).
Finally, check that TACTICAL RELEASE (CL73) is turned off.

Image 10.15: Attack using the internal gun and ASP in automatic gyro mode (fixed distance 300m).
For AA missiles: set the rotating launcher selector (CU7) towards appropriate launcher numbers (1,
2, 3, 4, 1-2, 3-4), set ASP to ROCKETS mode using (CU13) and FIRING mode using (CU14).
To use AA missiles, in most cases you will want to have the Sapphire locked on the target, primarily
because of the correct distance measurement. I already explained what you need to do to turn it on
and how to use it in search and lock modes. As for the radar guided missiles, once you have locked
the target, you will have to maintain a target image in the center of the radar screen. When the
missile head is ready, you will see a MHR light on the radar screen and hear the lock sound. When
the distance markers enter the launch zone, the light LAUNCH will become visible on the radar
screen.
Note: This applies only for radar guided missiles. For IR guided
missiles, no radar screen info lights will indicate missile state and
launch permission: you have to rely on radar distance measurement,
signal lights on ASP (missile ready, launch, brakeoff) and missile
ready light (CU40/42) and sound signal.
Wait until the distance markers move about 1/4 - 1/3 inside the launch zone and press the PS6
button for about 2-3 seconds (hold it until the missile is launched). If you are launching a semi active
radar guided missile, perform a course-deviation turn in to the appropriate side for about 10o. Hold
the lock until the missile hits the target or until lock breaks. If you are using IR guided missiles you
can perform any maneuver (no further radar lock is needed).

Remember: To significantly increase hit probability, hold the target marker near the center of the
radar screen during the launch sequence. If you look at the ASP glass, the target should be around
the fixed net center.
If you are using IR guided missiles you can’t use the radar to directly lock the missile head to the
target; radar is only a distance and position measuring device in this case. To lock the target either
place it slightly below the ASP fixed net center and see if the IR missile head will lock on it, or - if you
already have radar lock - place the target image in the center of the radar screen in order to alight
missile head with the target. You will notice the missile lock if you hear the head sound and if the
lock-on lights are on (CU40/42). In this case, missile head will hold the lock around the wider area of
the ASP and if you are certain that the target is within range (visually or according to radar data), you
can fire it using PS6 long press.
To engage airborne targets with the internal gun: load the gun using button 1 on (CU4) and make
sure the gun is loaded which is indicated with green light (CU1), set ASP to GUN mode using (CU13)
and FIRING mode using (CU14). Select AUTO mode using CU15 switch, and GYRO mode using CU19
switch. This setting is for a distance of 300m, so don’t waste your ammo if the target is further away.
To know when you are at 300m distance, set the target size using the CU17 outer scale. When the
target fills the pipper you are at the right distance. Note that you can aim using the pipper or fixed
net (for agile maneuvering targets). Fire the gun using (PS1) trigger. If the gun jams at any time, use
the next unused button (CU5-6) to unjam it.
Note: Engaging airborne targets with the gun is the most complex
task you can perform with the DCS MiG-21BIS. It will take lot of
practice and experience before you become effective in this task.
To engage heavy airborne targets such are heavy transporters, bombers or big helicopters, you
might try to use unguided rockets. Heavy targets are quite resilient to small caliber guns fire, and
you have to put a big deal of your gun ammo on to the target in order to destroy it. However, it
takes only two hits with 57mm rockets to render such targets critically damaged. And it’s fun!
Anyways, you can create a mission with few heavy transport planes and practice.
To use rockets on airborne targets, set rotating launcher selector (CU7) towards appropriate
number of missiles in one burst (4, 8, 16), set ASP to ROCKETS mode using (CU13) and FIRING mode
using (CU14). Aim and launch the weapon with (PS6) button.
Note: It is not recommended to attack airborne targets with large

caliber rockets (e.g. S-24) because performing attack maneuvers
with such heavy load is not safe and using so much power with
pretty high chances of a miss is not rational. But it’s surely fun.

Flares and chaffs container - ASO
You can equip the DCS MIG-21BIS with an ASO container which holds 64
charges of either chaffs and flares. Using the Mission editor, you can
control the ratio of chaffs and flares loaded in ASO. A recommendation is
48 flares and 16 chaffs. Note that the default value is 32/32, so you will
have to edit the ASO container content if you decide to change it.
The ASO container needs to be powered up: since the ASO is mounted in the SPRD mounts, make
sure you turned on SPRD power and drop switches (RH50 and RH51).
In order to launch passive countermeasures (chaff/flares) all you have to do is to press the SPRD
drop button (LH60). Note that two flares and one chaff are launched for every 0.3 seconds, as long
as you keep this button pressed. This means that you have about 9 seconds of passive
countermeasures use. Also note that there is nothing in your cockpit that is telling you the number
of remaining charges: once you use all available chaffs and flares, there will be no more launch
“whoosh” sound.
Image 10,16: 1 - equip ASO on station 6, 2 - edit amount of chaffs and flares you need for a mission,
3 - if you equip SPS-141 container note that it already have ASO built in.

Active and passive countermeasures container - SPS-141-100
The active and passive countermeasures container SPS-141-100 holds equipment for active and
passive electronic countermeasures. This container is attached to the ventral pylon. You control the
countermeasures pattern through the SPS Control box in your cockpit, above your ASP glass.
Image 10.17: SPS control box
1 - main switch, ON - up
2 - reception (down), emission (up)
3 - jamming patterns I (up) and II (down)
4 - “container ready” light. After you turn ON the SPS, it will take about 30 seconds to warm up.
When this lights go ON, your container is ready.
5 - jamming pattern impulse (down), continuous (up)
6 - “aircraft painted by enemy radar” light
7 - self-test button. Self test can be performed after warming up.
8 - ASO control switch, automatic activation (down), manual activation (up)
9 - Flare launch programs: OFF - down; IN PAIRS - middle, SINGLE FAST - UP
10 - “ASO ready - launching” light (ON - ready, BLINK- launching)
11 - button for manual chaff/flare activation

“Nuclear” bombs
DCS does not support nuclear weapons, and I personally hope it never will.
However, you have an opportunity to use a bomb that simulate some
effects of so called “tactical nuclear explosions”.
You can equip one of two types of “nuclear” bombs: RN-24 or RN-28. These bombs are attached to
the ventral pylon only, so you can only have one bomb at a time. To use it, you will have to manage
the IAB control box that will appear in your cockpit above the ASP glass whenever you have the RN
bomb equipped.
Image 10.18: IAB control box
1 - EMERGENCY DROP switch
2 - EQUIPPED (attached) light
3 - ARMED (up) or NOT ARMED (down) for EMERGENCY DROP only
4 - ARMED light
5 - COMBAT DROP switch
6 - SAFE light (not armed)
7 - weapon selector, UP for BOMB (working only with this weapon, have no effect on other aircraft
weapons)
8 - RETARDED switch (must be DOWN all the time)
9 - GROUND (down) / AIR (up), selector for surface or aerial explosion (should be on GROUND only)

To use a “nuclear” bomb, place the switches on the IAB box into position like seen in the image
above. Make sure that you have lights nbr. 2 and 4 ON, indicating that a bomb is equipped and that
it will detonate on impact. To attack ground targets with this type of bomb, dive from high altitude
(preferably above 5000m) with the engine at IDLE. Place the targets at the bottom of the ASP glass.
Once you reach an altitude of 2500-2000m, release the bomb no regardless whether you still don’t
see the pipper. Break the attack as soon as the light nbr. 2 goes OFF (which means the bomb is
dropped). Notice that if you continue to dive or you slowly pulling out of the attack, you will be
blasted by your own bomb explosion.
Although it has big destruction potential, this simulated weapon is not even close to a real one, so it
might fail your expectations. However, it could be useful for attacks on larger target groups, or big
objects like airbases, harbors or cities. If you want to increase chances of successful attack, increase
the number of aircraft equipped with this weapon.
UPK-23-250-2 control box
The UPK control box will appear above the ASP glass in your cockpit whenever you have UPK-23-250-
2 gun containers on inner pylons. Note that UPK containers can’t be mounted on outer pylons. UPK
container hold one Gsh-23mm double barrel gun, same as the MiG-21BIS internal gun, with same
number of rounds (250). Approximate firing time is around 4 seconds.
Image 10.18: UPK control box
1 - power for UPK containers
2 - internal gun (down) / UPK (up) selector

3 - status light (green - OK)
4 - UPK guns repeat/reload buttons (three buttons, usage from left to right as enumerated)
To use UPK guns, turn switch number 1 in up position to power up containers. Select UPK container
(switch number 2 up) instead of internal gun which is selected by default (down), and prepare UPK
guns using first repeat/reload button (buttons 4). After this you should see the green status light (3).
If for any reason UPK guns are not ready or they are jammed, status light (3) will go off. If you think
your gun is jammed, use next repeat/reload gun button (buttons 4) in order to reload or un-jam UPK
guns. If the status light goes green again, you can continue to use UPKs. Otherwise, you have used all
UPKs ammo in which case you may want to switch to internal gun (switch 2 in down position).
ASP setup for the UPK use is the same as for the internal gun, along with aiming principles.

Custom Ground Controlled Interception unit creation process
Having a “short range” and single target track radar, MiG-21BIS strongly relied on Ground Controlled
Interception (GCI) support. To enable GCI support in DCS, you need to create a mission with some
sort of early warning (EW) radar unit: it could be either ground EW radar or airborne EW radar
(Airborne Warning and Control System - AWACS).
As a simple solution, you can use either the USA or RUS AWACS aircraft in orbit (E-2D, E-3A and A-
50).
If you are playing in a coalition with Russia, you will also have ground EW radars available, namely
1L13 and 55G6 (under Air Defence unit type).
However, if you don’t want to use AWACS, or Russian EW radars are unavailable, you can create
your own custom GCI unit/group.
Note that custom units/groups creation is well explained in DCS User Manual, in “Create unit
template” chapter, page 210 (at the moment this manual is written). I will explain how to create
custom GCI unit/group so you can use it in any mission you create even if EW radars or AWACS
aircraft are not available in coalition you are playing in.
Image 10.19: Start your DCS and select MISSION EDITOR.

Image 10.20: New mission template is automatically created. Select GROUND UNITS (1), click
anywhere on the map to place a unit (2) and select RUSSIA from COUTRY drop down menu (3).
Image 10.21: On the right options window, select AIR DEFENCE from CATEGORY drop down menu.
Open TYPE drop down menu, and select one of two available ground EW radars - either 1L13 or
55G6. You can find more on these units in DCS Encyclopedia.

Image 10.22: This step is optional. If you want to add more units to your core EW unit, increase the
number if units (1) and define each additional unit CATEGORY and TYPE. You can define additional
features of each unit you added, but it is not necessary to do so. However, if you want to do it, refer
to DCS User Manual.
Image 10.23: Since all additional units will be automatically placed in diagonal column formation,
you will have to edit their position in a group, to enable better performances in the simulation.
Select each unit (1), choose its skill level (2, or skip this step if you wish) and select EDIT (3). This will
enable you to move selected unit around the map, for better positioning around core unit which is
your EW radar.

Image 10.24: I have moved Shilka (AAA) unit to the left from EW radar, as an example of previous
step.
Image 10.25: Once you are satisfied how your group (or single unit) looks like, name it with some
unique name (1). If you wish, you can name a leading unit in a group (2) but this is not necessary
unless you want to create complex missions using triggering support.

Image 10.26: With your group/unit still selected, open EDIT drop down menu, and select ADD
TEMPLATE.
Image 10.27: Your group name will be automatically added to SELECTED GROUP text box, and you
only have to name your template so you can recognize it among present templates when you create
missions. Click SAVE TEMPLATE to save . From this point, your GCI template will be available for any
country no matter the fact that particular country does not have specific units in it’s arsenal.

Image 10.28: Test your template by creating a new, blank mission template. Open EDIT drop down
menu and select ADD TEMPLATE option.
Image 10.29: In CREATE GROUP FROM TEMPLATE menu, select country you wish to assign your
template (I used USA from the list of countries), and select your template from templates drop down
menu. Click on the map - your template will be placed down along with appropriately assigned
coalition color.

Image 10.30: Note that you can change heading your group is looking at. This is very important for
quality mission creation.
Save and test your mission to make sure your GCI is working properly.

11. Emergency procedures
Note: Most of the content elaborated here is available (implemented) in the DCS
MiG-21BIS; some content – however – is not activated at the moment but it is left
here for future compatibility.
The safety of flight will largely depend on whether the pilot is ready to face emergency situations
likely to occur in flight.
Upon detecting some malfunction, check calmly whether the control valves and selector switches
have been operated properly, assess the situation and take a proper decision. Report the failure and
your decision to the flight control officer or to the control post.
Subsequently, proceed depending on the actual situation in compliance with the flight control officer
or control post directions.
Abandon the aircraft immediately if the situation spells danger to your life.

1. Fire in engine compartment
Symptoms: the SORC (CM93) button light is flickering and the FIRE light flashes up in the light panel
(RV70).
- smoke or flame (visible through the periscope, reported by a ground observer or by the pilot
of a neighboring aircraft);
- reflection of flame on the canopy at night, with the engine running at non-reheat power
settings;
- drop of pressure in the hydraulic systems; failure of the aircraft control system with
resultant changes in the aircraft behavior;
- erroneous readings of the engine instruments.
Actions to be taken:
1. During the takeoff run:
- immediately discontinue the takeoff procedure;

- take measures to stop the aircraft;
- hinge off the cap marked FIRE EXT. (LV37) and depress the button;
- switch off the booster pumps and fuel transfer pumps;
- if there is a danger of collision with an obstacle or your life is endangered in some other way,
eject if the airspeed is above 130 km/h; if otherwise, jettison the canopy, retract the landing
gear after the aircraft rolls off the runway, and de-energize the aircraft.
2. If the takeoff procedure cannot be safely discontinued prior to aircraft unsticking, owing to the
short runway portion available, eject.
3. If fire starts in flight, proceed as follow shut off the engine and immediately abandon the aircraft.
(prior to abandoning the aircraft, depress the FIRE EXT. (LV37) button, if practicable);
2. Powerplant failures or malfunctions
2.1. Powerplant Failure on Takeoff
2.1.1. Inadvertent opening of jet nozzle during takeoff at FULL THROTTLE
Symptoms:
- jet-pipe temperature drop below 450oC;

- increase of the LP rotor speed over the HP rotor speed in more than 8-12%;
- illumination of the JET NOZZLE OPEN light in the panel (RV70).

- immediately discontinue the takeoff procedure and take measures to stop the aircraft; shut
off the engine, if necessary;
- if the jet nozzle flaps open in the second half of the takeoff run, when abortion of takeoff
would endanger the pilot's life, turn off the FULL THROTTLE, REHEAT switch (LV33) and
continue takeoff, minding that the rated takeoff run distance will be 2500- 2700 m in this
case. If the engine parameters fail to restore after 3-4 s, eject.
2.1.2. Afterburner flameout on takeoff
Symptoms:
- jet-pipe temperature drop below 450oC;

- LP rotor speed increase over the HP rotor speed in excess of 8 to 12%.
- immediately discontinue the takeoff procedure and take measures to stop the aircraft; shut
off the engine, if necessary;
- if the failure occurs during the second halt of takeoff run, when discontinuation of the
takeoff procedure presents an immediate danger, do as follows:
a) when taking off without external loads, or carrying two or four UB-16-57 pods, or two
(four) missiles, or a 490-L drop tank, cut out the FULL THROTTLE, REHEAT (LV33) switch,
select FULL THROTTLE and continue to take off at this setting, minding that the rated
takeoff run distance will be 2500- 2700 m in this case; if the engine parameters fail to
restore in 5- 7 s, eject,
b) when taking off with heavier external loads, eject: continuation of takeoff is unsafe,
since under these conditions the rated takeoff run length will exceed 2700 m (estimated
data).
2.2. Powerplant surge
Symptoms:
- sharp multiple pops in the nose portion of the aircraft, owing to air intake surge;
- multiple (or separate) pops in the aircraft tail portion, owing to engine surge;
- abrupt decrease of the engine speed and jet-pipe temperature, accompanied by engine
flameout, occurring, as a rule, during powerplant surge at Mach numbers in excess of 1.8 M
- fluctuation of the engine speed and jet-pipe temperature, associated with power-plant surge
at Mach numbers of less than 1.8 M;
- in some cases, abrupt decrease of the engine speed and increase of the jet-pipe
temperature (owing to use of the armament, etc.).
- use the Manual control switch to open the anti-surge shutters (LV6);
- turn off the afterburner,
- reduce the flight speed;
- close the anti-surge shutters (LV6) as soon as surge ceases;

- by smoothly shifting the throttle lever, bring the engine to a desired power setting.
2.3. Engine Flameout
Symptoms:
- a peculiar pop or change of engine noise;

- abrupt decrease of the engine speed and jet-pipe temperature;
- the cone position indicator pointer might deflect to the extreme right position.
- set the throttle lever to SHUT-OFF;

- disengage the AFCS (PS4);
- establish an altitude and airspeed providing for reliable engine relight, relight the engine;
- after relighting the engine, smoothly shift the throttle lever to FULL THROTTLE to check the
engine for proper operation.
2.4. Engine Relight
Evaluate the chances of relighting the engine. The pilot should act promptly in the process of relight,
because the aircraft descends at a rate of 50 m/s with the engine inoperative.
When the altitude is sufficient, turn the aircraft towards the airfield and start fulfilling a dead-engine
runway approach in compliance with Paragraph 2.5.
Engine relight is ensured: at altitudes of 8000 to 10.000 m, from airspeed of 550 km/h up
to Mach numbers of 0.9 M; at altitudes below 8000 m, from airspeed of 450 km/h up to
Mach numbers of 0.9 M.
Proceed as follows to relight the engine:
- set the throttle lever at SHUT-OFF;

- turn on the AIR RELIGHT (LV34, in-flight engine start-up) circuit breaker and make sure that
the relight system is on, referring to illumination of the SWITCH OFF IGNITION light in the
panel (RV70).
At any given altitude when the LP rotor speed is equal to or in excess of 30%, shift the throttle lever
to any required non-reheat power setting without any delay; then the engine will accelerate to the
preset power setting, up to the FULL THROTTLE setting, in not longer than 25 s.
The relight of the engine is monitored by increase of the engine rpm and specific sound of the
running engine. The jet-pipe temperature grows slowly; therefore it cannot be regarded as a sure
symptom of engine relight. Once the engine has picked up the idle speed, smoothly move the
throttle lever to FULL THROTTLE check the engine for normal running then cut out the AIR RELIGHT
(LV34) circuit breaker.
If the engine has failed to get relighted, cut out the AIR RELIGHT (LV34) circuit breaker and set the
throttle at SHUT-OFF; then make another relighting attempt.

CAUTION. It is prohibited to leave the AIR RELIGHT circuit breaker cut in for longer
than 45 s.
Note. The engine oxygen supply system will permit five attempts at engine relight,
provided the AIR RELIGHT circuit breaker is kept closed for not more than 30 s.
If engine surge (or flameout) occurs at an altitude of less than 3000 m, or during launch of missiles or
rockets, proceed as follows:
- immediately shift the throttle lever to SHUT-OFF keep it in this position and for at least 1.5
to 2 s,
- bring the aircraft into climb at a vertical speed of 7 to 10 m/s while turning to a direction
permitting safe ejection or dead-engine landing;
- make sure that the AIR RELIGHT circuit breaker is turned on (turn on the circuit breaker if it
has not been turned on before the launching);
- shift the throttle lever to any non-reheat power setting required for flight continuation,
without any delay;
- check the engine run, then turn off the AIR RELIGHT circuit breaker.
WARNING. When relighting the engine, do not allow the airspeed to drop below
500 km/h.
The minimum indicated airspeed sufficient for engine relight and acceleration to the required speed
without altitude loss (owing to drag) is as follows:
a) 600 km/h at altitude of 1000 to 2000 m;

b) 700 km/h at altitude below 1000 m.
In case the airspeed decreases (in climbing) to 550 km/h at an absolute altitude of or below 1000 m,
or upon descending to an altitude of 1000 m (in gliding) at an airspeed of 550 km/h, give up further
attempts at engine relight and either abandon the aircraft or perform landing approach with engine
inoperative.
CAUTION. After an abortive engine relight avoid operating the controls in an

abrupt manner (to spare the hydraulic fluid to allow failed engine landing or flight
to an area where ejection would be accomplished).
2.5. Approach and Landing with a Dead (windmilling) Engine
Dead-engine landing (with the engine windmilling) can be performed only with the LG extended, on
an airfield or some landing strip well-known beforehand and visible from an altitude ensuring proper
landing estimation, either by reference to the check altitude or by reference to check points.
Landing by reference to the check altitude is accomplished with the use of radio aids only, when the
landing area is visible or when the cloud base is not lower than 2500 m. The minimum altitude at
which the maneuver should be entered above the outer beacon amounts to 5000 m.
Landing by reference to check points may be executed also with the radio aids inoperative.
The minimum altitude of maneuver entry above the first check point is 6500 m.
Both methods of landing are possible only with the engine windmilling.

After engine failure, proceed as follows:
- while turning in the direction of the airfield or landing area, or a terrain safe for ejection,
establish an airspeed of 480 to 500 km/h;
- set the throttle lever to SHUT-OFF;
- turn on the PUMP UNIT switch (RV15) (if turned off);
- check the pressure in the hydraulic systems;
- jettison the external stores over a terrain where due safety is ensured;
- switch off the fuel pumps and inessential electrical services.
Having taken the decision to perform dead-engine landing (with the engine windmilling), proceed as
follows:
- while gliding with the landing gear retracted, maintain an airspeed of 480 to 500 km/h;
perform turns at a bank of 40 to 50o while keeping the airspeed constant at the expense at
minor increase of the angle of descent during the turn.
Note. Jettison all external stores and glide at an airspeed of 470- 490 km/h. Under
these conditions, the maximum gliding distance will be ensured, which will
amount to 6.0- 6.5 and 2.5- 3.0 initial altitudes, when gliding with the landing gear
retracted end extended, respectively.
- in gliding, avoid (if practicable) abrupt deflections of the control stick; in the case of
insufficient windmilling rpm, hence an insufficient pressure in the hydraulic systems,
disengage the aileron boosters;
- do not use the air brakes or flaps; use the emergency system for extending the landing gear;
- while gliding and making landing approach, keep watching the pressure in the hydraulic
system;
When performing landing approach by reference to the check altitude, proceed flying to the airfield
so as to approach the outer beacon on a course close to the runway direction, at an altitude of not
less than 5000 m and an airspeed of 480 to 500 km/h.
Notes: 1. During landing estimation keep on attempts at relighting the engine

down to an altitude of 3000 m. Starting from an altitude of 3000 m, give major
attention to landing estimation (after taking the decision to perform landing).
2. When performing landing approach by reference to the check altitude or by

reference to the check points, up to the moment the angle of glide is decreased
(at an altitude of 200 to 250 m), maintain airspeed of 480 to 500 km/h.
When flying over the outer beacon, note the altitude (Hinitial) and bring the aircraft into a turn at a
bank of 45 to 50o while maintaining airspeed of 480 to 500 km/h. Performing the turn, calculate the
check altitude (in meters) as follows: Hcheck=(Hinitial/2)+800
After performing an 180o turn, proceed gliding on the downwind leg at airspeed of 480 to 500 km/h
until the check altitude is attained. Then perform a turn through 90o at a bank of 45 to 50o. Perform
the final turn so as to bring the aircraft in line with the runway. Extend the landing gear at an
altitude of 2000 m by using the emergency system, so as to overfly the outer beacon at an altitude
of 1300 to 1700 m. When performing landing into head wind of 8 to 10 m/s, extend the landing gear
at an altitude of 1800 m.

Notes: 1. When planning approach from a check altitude of 5000 m, there will be
practically no straight glide portions (the aircraft will perform a spiral 360o turn).
2. If the altitude of overflying the outer beacon is in excess of 11,000 m, perform a

spiral 360o turn at a bank of 45 to 50o and airspeed of 480 to 500 km/h. Start
planning the approach when over the outer beacon for the second time.
After the final turn, the aircraft should glide into a point located at a distance of 600 to 800 m from
the approach end of the runway.
At an altitude of 200 to 250 m start decreasing the glide angle so as to bring the aircraft to an
altitude of 10 to 12 m at a speed of 380 to 400 km/h. Further, start flare-out and land in the same
manner as when the engine is running.
If the landing estimation has brought about overshooting, 1 to 2 s after touchdown lower the nose
wheel on the ground, fully depress the brake lever and smoothly shift the control stick all the way
forward. Deploy the drag chute at a speed of not more than 320 km/h.
Estimation for landing by reference to the check points should be carried out with respect to the
following check points: the first point is represented by the approach end of the runway (H = 6500 to
7500 m) the second point is located abeam of the approach end of the runway, at a distance of 5 to
6 km from the latter (H = 5000 to 5600 m), the third point is located abeam of the outer beacon (H =
4000 to 4600 m) and the fourth point is located in the vicinity of the outer beacon (H = 2700 to 3100
m).
The third and the fourth check points represent the points of entry into the turn to the base leg and
the final turn, respectively.
Approach the airfield so as to overfly one of the check points at the recommended altitude, making
allowance for the angle of turn.
Upon overflying the first check point on the inbound heading at an altitude of 6500 to 7500 m, enter
the 180o turn at a bank of 45 to 50o without any delay.
If the altitude above the first check point is in excess of 7500 m, perform the 180o turn later, when
the difference between the actual altitude and the assigned one diminished by one half.
While performing the turn, adjust the bank so as to overfly the second check point on the downwind,
at an altitude of 5000 to 5600 m.
After overflying the third check point, perform the base leg turn at a bank of 45 to 50o and glide in
the direction of the outer beacon; the final turn may be performed in combination with the base leg
turn.
If the landing gear is retracted and the altitude over the third check point is 4000 to 4600 m, extend
the landing gear (using the emergency system). If the altitude over the third point is less than 4000
m, extend the LG (in the emergency way) just before reaching the fourth check point in order to be
able to check landing gear extension, and to provide time to eject, should the LG fail to extend. If the
altitude over the third check point is higher than 4600 m, commence the base leg turn somewhat
later, when the difference between the actual altitude and the assigned one diminishes by one half.
Start the final turn at an altitude of 2700 to 3100 m and at a bank providing for placing the aircraft in
alignment with the runway (in the vicinity of the outer beacon). If the altitude is less than 2700 m at

the point where the final turn is to be started, enter the turn somewhat earlier so as to cut short the
distance.
If the altitude is in excess of 3100 m over the point where the final turn is to be entered, increase the
angle of descent for a short time, to lose the excess altitude (this will increase the speed of glide by
10 to 20 km/h).
The rest of the approach and landing procedure is much the same as in approach by reference to the
check altitude.
During landing approach in the presence of head wind of 8 to 10 m/s, the altitude over the third and
fourth check points should be by 300 to 400 m higher than the recommended one.
Note. If the altitude is insufficient during approach of the airfield, fly to the second
and third check point (depending on the altitude) on the appropriate course.
2.6. Cone failure to extend during aircraft acceleration at constant engine power
setting or during decrease of engine speed
Symptoms:
- the cone position indicator pointer fails to deflect at Mach numbers over 1.4 M;
- at supersonic airspeeds, with Mach number below 1.8 M, minor "bubbling" or pops are likely
to be produced in the air intake duct, at Mach numbers in excess of 1.8 M powerplant surge
may be experienced;
- the cone position indicator pointer fails to deflect in response to decrease of the engine
speed.
- by manipulating the setter (by rotating the setting knob CU9), align the cone position
indicator broad pointer with the slender one, then set the cone function switch to MAN.
(LV7);
- while decreasing the airspeed, smoothly rotate the setting knob counterclockwise to set the
wider pointer in a position, depending on the Mach number, in accordance with table 6.1,
- in the case of unsteady run of the powerplant, proceed as mentioned in Paragraph 2.2,
- fully retract the cone before extending the landing gear.
If the cone automatic control system fails in combat conditions, proceed with the mission while
controlling the cone manually, for which purpose manipulate the setter (rotate the setting knob) to
align the pointers on the cone position indicator, and then set the cone function switch to MAN.
Subsequently, rotate the setting knob smoothly to set the pointer in a position corresponding to the
Mach number in accordance with the data in given table.

2.7. Cone failure to retract during aircraft deceleration or engine acceleration
Symptoms:
- the cone position indicator fails to deflect in response to Mach number decrease or engine
speed increase.
- rotate the setting knob (CU9) to align the cone position indicator broad pointer with the
slender one, then set the function switch to MAN (LV7);
- discontinue a training mission and fly to the landing airfield (when fulfilling a combat mission,
proceed as laid down in further text after changing over to manual control of the cone);
- during airspeed reduction and when making landing approach, proceed in accordance with
further instructions concerning landing.
When flying with the air intake cone fully extended, perform initial approach at airspeed of 500
km/h. If level flight proves to be impracticable at this airspeed, approach the airfield area while
descending. Then turns should be accomplished at a bank of not more than 30o.
Once in the airfield area, keep flying at an altitude of 2000 m to burn the fuel until the normal
landing weight is attained.
Notes: 1. At an altitude of not more than 2000 m the aircraft is capable of level
flying with the landing gear and flaps retracted, irrespective of the external loads
carried.
2. Level flight at altitudes of not more than 2000 m with the landing gear
extended and flaps retracted is possible, provided the engine is running at the
maximum speed.
WARNING. No level flight is possible when the landing gear is extended and the
flaps are lowered in the takeoff position.
During landing approach, extend the landing gear only on final; extend the flaps in the landing
position on overflying the outer beacon (at an altitude of 200 m).
Approach should be planned in the usual manner; it is advisable to perform descent between the
outer and inner beacons at an LP rotor speed of 85 to 90%.
WARNING. It is forbidden to turn on the BLC system in approach with the cone
extended.
The decision to go around (if required) should be taken at an altitude of not less than 100 m. To
execute the missed approach procedure, smoothly increase the LP rotor speed to 100% without
changing the flying condition and select landing gear retraction. Without decreasing the flight speed
below 370 km/h, bring the aircraft into level flight and then into climbing. Climb at a constant speed
of 370 to 390 km/h. At an altitude of not less than 100 m increase the airspeed to 400 km/h by
reducing the angle of climb, retract the flaps and repeat the approach.
CAUTION. Go-around with the cone fully extended is only possible with the
landing gear retracted. Retraction of the landing gear during the missed approach
procedure will result in an altitude loss of about 40 m.

2.8. Failure of Jet Nozzle Control System
Symptoms: when the afterburner is turned off after setting of the throttle lever to FULL THROTTLE,
the JET NOZZLE OPEN light continues to burn in the panel, the engine fails to develop sufficient
thrust, the jet-pipe temperature dropping below 450°C and the LP rotor speed exceeding the HP
rotor by 8 to 12%.
Actions to be taken: turn on the 2-PSN NOZZLE EMERG. CTL switch (LV12). If the nozzle fails to shift
to the position corresponding to the FULL THROTTLE setting, turn off the FULL THROTTLE, REHEAT
(LV33) circuit breaker and use power settings up to FULL THROTTLE.
Symptoms (during engine operation at non-reheat power settings):
- insufficient engine thrust;

- at the FULL THROTTLE setting, the jet-pipe temperature is below 450°C and the LP rotor
speed exceeds the HP rotor speed by more than 8 to 12%;
- the JET NOZZLE OPEN light comes on in the light panel (RV70).
Actions to be taken: turn on the 2-PSN NOZZLE EMERG. CTL (LV12). If the nozzle fails to shift to the
position corresponding to the FULL THROTTLE setting, turn off the FULL THROTTLE, REHEAT (LV33)
circuit breaker and use power settings up to FULL THROTTLE.
Notes: 1. If the engine fails to develop sufficient thrust after the 2-PSN NOZZLE
EMERG. CTL switch (LV12) is turned on and the FULL THROTTLE, REHEAT (LV33)
circuit breaker is turned off (the nozzle fails to shift to the position
corresponding to the FULL THROTTLE setting), jettison the external stores in a
safe area and proceed to the airfield along the shortest path, bearing in mind
that level flight, climbing at a vertical speed of up to 5 m/s and elementary
maneuvers are possible only with the landing gear and flaps retracted, at an
airspeed of 450 to 500 km/h within an altitude range of 500 to 3000 m. No
level flight is possible with the landing gear extended.
2. The engine will run less steadily at non-reheat power settings with the jet
nozzle in the reheat position and the HP rotor speed ranging from 70% to
maximum. The engine may develop a flameout during aircraft maneuvers at
such engine settings.
2.9. Second Reheat Failure to Cut In, or its Spontaneous Disengagement
Should second reheat fail to cut in (with the SECOND REHEAT switch (LH57) turned on), or if it gets
disengaged spontaneously at altitudes below 2500 to 4000 m (the SECOND REHEAT light failing to
illuminate in the light panel (RV70) and no engine rpm increase up to 102 – 103,5% being observed),
turn off the SECOND REHEAT switch (LH57) and, further, use power settings up to FULL REHEAT.

2.10. Drop of Fuel Pressure
Symptoms: The SORC (CM93) centralized warning system button light is flickering, and the SERVICE
TANK light flashes up in the light panel (RV70).
- turn off the afterburner and set the throttle lever to any non-reheat power setting required
for flight continuation;
- push the SORC (CM93) system button light;
- descend at the maximum possible vertical speed to an altitude of less than 15.000 m and
throttle down the engine to the LP rotor speed of less than 95%; perform further descent;
- proceed flying at an altitude of not more than 6000 m.
WARNINGS: 1. It is forbidden to apply near-zero or negative g-loads when flying

with the fuel booster pump inoperative.
2. Flying at or below the 15,000 m altitude, never allow the LP rotor speed to
exceed 95%.
3. Failures of hydraulic system
3.1. Failure of Both Hydraulic Systems with Engine Running
Symptoms:
- the SORC (CM93) centralized warning system button light is flickering;

- the WATCH MAIN SYST. PRES. and WATCH BSTR SYST. PRES. lights come on in the light panel
(RV70);
- the pressure in both hydraulic systems keeps decreasing below 165 kgf/cm2 (with the НП-
27Т PUMP UNIT (RV15) switched on).
- disengage the AFCS (PS4),

- by utilizing the hydraulic pressure still available, provide conditions suitable tor ejection,
avoiding vigorous operation of the controls, if practicable,
- disengage the aileron boosters at an indicated airspeed of less than 1000 km/h or at less
than 1.4 M;
- it the pressure has not been restored even in one hydraulic system after conditions for safe
ejection have been provided, abandon the aircraft immediately.

3.2. Failure of Aileron Boosters
Symptoms: jerking, creeping or excessive loading of the stick in aileron control.
- switch off the AFCS (RV23),

- if the symptoms of aileron booster failure persist, disengage the aileron boosters and take all
measures to decrease the indicated airspeed below 1000 km/h or Mach number below 1.4
M.
During flight with the aileron boosters disengaged, the aileron-control stick forces will considerably
increase owing to the hinge moments and friction of the booster rods.
With the aileron boosters disengaged, when the aircraft is trimmed with respect to lateral control,
straight flight can be performed at an airspeed of not more than 1000 km/h and Mach number of
not more than 1.4 M. Turns are practicable at an indicated airspeed of not more than 600 km/h.
3.3. Failure of ARU Controller
Symptoms:
- with airspeed increase (altitude decrease) the aircraft responds too readily to deflections of
the control stick (at an indicated airspeed of 800 km/h and altitude of less than 7000 m the
stick forces decrease 1.5 to 2 times, which may result in dangerous pitching oscillations
involving increase of alternating g-loads);
- with airspeed decrease (altitude increase) the aircraft responds sluggishly to deflections of
the control stick (at an indicated airspeed of 450 to 500 km/h the stick forces may increase
1.5 to 2 times against the usual values); in flight under these conditions at altitudes over
7000 m or at airspeeds of 450 to 500 km/h the STAB. FOR LDG light would come on in the
light panel (CM57).
(a) in the first case:
- fix the control stick, smoothly bring the aircraft into climb, throttle the engine to idle speed
in a smooth manner, then reduce the airspeed to a value allowing normal handling of the
aircraft (to 500- 550 km/h IAS);
- disengage the AFCS (PS4) (to prevent possible oscillations of the aircraft);
- flip the pitch-channel automatic transmission ratio controller switch (LV27) from AUTO to
MAN. (it is not allowed to flip the switch from MAN. to AUTO);
- subsequently, operate the self-resetting switch to set the transmission ratio controller rod
(the indicator pointer) in a position corresponding to the indicated airspeed and flight
altitude,
(b) in the latter case:

- change over to manual control of the transmission ratio controller and establish an airspeed
of 550 to 600 km/h;

- subsequently operate the self-resetting switch to set the transmission ratio controller rod
(the indicator pointer) in a position corresponding to the airspeed and altitude of flight.
Flying under these conditions, avoid executing vigorous maneuvers or discrepancy between the
indicated airspeed and the reading of the transmission ratio controller indicator pointer by more
than 100- 150 km/h.
Before landing approach, operate the self-resetting switch to change the transmission ratio
controller over to the larger arm (set the indicator pointer against the left stop); as a result, the STAB.
FOR LDG light should come on in the light panel (CM57). In this case no peculiar features will be
involved in either landing estimation or landing proper.
4. Electrical power failures
4.1. DC Generator Failure
Symptoms:
- the SORC (CM93) system button light is flickering;

- the DC GEN. OFF light flashes up in the light panel (RV70);
- the voltmeter reads a voltage of 21 to 22 V instead of 28 to 29 V;
- the pointer of the ampere-hour meter deflects towards zero, thereby indicating the storage
battery discharge.
The DC generator failure will cause automatic disengagement of the radar, No.1 tank group pump,
inverter PO-750 No. 2 and missile control system.
- discontinue the mission and fly to the nearest airfield so as to be in the air for as short time
as possible;
- push the SORC (CM93) system button light;
- establish an engine speed of not more than 95%;
- descend to an altitude of less than 6000 m at as high vertical speed as possible, to permit
flight without the usage of the fuel system booster pumps.
When the DC generator fails, with the aircraft services fed from the storage battery, the time of sate
flight will amount to about 15 min, both in the daytime and at night.
In 15 min since the DC generator failure the voltage indicated by the voltmeter should be 22 to 21 V
and the remaining battery capacity should be at least 11 Ah as read by the ИСА indicator.
To increase the time of safe flight, it is permissible to switch off the services which are not needed
for execution of flight. After the 450 L FUEL REMAINING lamp comes on, it is allowed to switch off
the No. 3 tank group pump.
When the voltage in the aircraft mains drops below 20 V (which is indicated by the voltmeter, by
considerable dimming or the lamps, by failure of the radio set and other aircraft equipment),
proceed as follows:

- in day flight under bad weather conditions, when no visual orientation or approach to the
landing airfield after a leader is possible, or when no conditions for visual approach are
provided, as well as at night under bad weather conditions, abandon the aircraft;
- under fair weather conditions both in the daytime and at night, when the horizon is visible
and adequate visual orientation is possible which permits approach to the landing airfield,
and when the readings of the vertical speed indicator, altimeter, airspeed and tachometer
indicators can be normally taken, fly to the nearest airfield (use a leader, if practicable, for
approaching the airfield and making landing approach).
Calculate the fuel remainder proceeding from the fuel gauge pointer indication at the time when the
instrument was deenergized, as well as from the flying time since the power-off moment and the
fuel consumption rate under the given flying conditions.
Extend the landing gear, using the emergency system. Mind that the flaps, drag chute and anti-skid
unit may fail to operate under the circumstances.
4.2. Failure of Inverter ПO-750A No.1
Symptoms:
- no radio communication (on all channels);

- the radio compass stops responding to turns performed by the aircraft, the oil pressure
gauge pointer sets to zero;
- the cone position indicator pointer smoothly deflects to the extreme position (100%).
- turn on the INV. EMERG. CONVR circuit breaker (RH54) on the right-hand horizontal console.
This will cause the above loads to be changed over to inverter ПO-75OA No.2 (the
equipment will become operative in 1 to 1.5 min); under these conditions the radar and
optical sight will get cut off this inverter.
5. Failures of flight and navigation systems
5.1. Failure of FDI Gyro Horizon
Symptoms:
- illumination of the red warning light on the gyro horizon indicator (to indicate failure of
power supply);
- tilting of the miniature airplane and of the pitch scale on the gyro horizon indicator in level
flight, or failure of the gyro horizon indications to agree with the aircraft attitude (which is
determined by comparing the gyro horizon readings with visual evaluation of the aircraft
attitude or with the readings of combined instrument DA-200, the altimeter, compass
system and radio compass).

- cage the gyro horizon in straight-and-level flight by depressing the button for a short time;
this should cause the warning light on the indicator to illuminate for not more than 15 s;
- if the service ability of the gyro horizon is not restored after the warning light goes out,
change over to the stand-by vertical gyro, for which purpose turn off the GYRO HOR. circuit
breaker. In case the gyro horizon becomes serviceable again, proceed with the mission.
- It the gyro horizon remains unserviceable after it has been changed over to the stand-by
vertical gyro, discontinue the mission and fly to the landing airfield by referring to combined
instrument DA-200 and watching the readings of the altimeter, airspeed indicator, compass
system and radio compass.
5.2. Failure of RSBN Equipment
Symptoms:
- the displayed aircraft azimuth and/or distance from the navigational beacon do not comply
with the actual position of the aircraft.
- when the aircraft is within the coverage of the localizer and glide path transmitter beams
and the LANDING mode is selected the failure warning flags of the NPP have failed to close
their windows, or they opened the windows in the course of the approach;
- the readings of the PPD distance indicator fail to comply to the aircraft actual distance to the
runway.
Actions to be taken: stop using the navigational section of the RSBN equipment any longer.
Return to the airdrome and come in to land by the radio compass, having placed the RSBN -ARC
switch (LV7) in the ARC position.
5.3. Failure of Compass System
Symptoms:
- during aircraft turns the indicator scale remains motionless or moves chaotically;
- in sustained straight flight the scale keeps fluctuating at an amplitude exceeding ±2o.

- discontinue the mission;
- approach the landing airdrome by the radio compass, periodically checking the distance and
heading by referring to the direction finder and ground radars; or use the RSBN system for
approaching the airdrome;
Note. If the normal readings of the compass system are restored in straight-
and-level flight at a constant speed, with the slaving button depressed (which
is indicative of failure of the gyro unit), determine the magnetic heading in
steady straight-and-level flight with the slaving button depressed. Under these

conditions, the compass system will produce wrong readings during aircraft
maneuvers with the slaving button depressed.
To perform initial approach to the landing airdrome with the use of the RSBN system, rotate the SC
course setting knob of the NPP to align the set course pointer with the relative bearing pointer. Then
the vertically-disposed position bar of the FDI will settle in the limits of the simulated aircraft
position circle.
Further, so handle the plane that the FDI vertically-disposed position bar is kept within the limits of
the circle.
To avoid the ambiguity error, refer to the PPD distance indicator: if its readings are ever increasing,
turn the plane through 180o to fly to the navigational beacon.
5.4. Failure of Pressure-Actuated Instruments (Failure of Pitot-Static System)
Symptoms:
- the readings of the US-1600 airspeed indicator and UISM-I indicator fail to agree with the
engine power setting and/or the aircraft flight conditions;
- the readings of the altimeter and of the vertical speed indicator incorporated in the DA-200
combined instrument fail to agree with the gyro horizon indications and flying conditions,
- the differential pressure in the cabin (as read by the УВПД-20 indicator) fails to agree with
the actual flight altitude.
Simultaneous failures of only the УС -1600 and UISM-I instruments at a supersonic flight speed are
indicative of failure of the Pitot system.
Wrong readings of the same instruments at a subsonic airspeed may be also indicative of failure of
the first static system. In both cases, functioning of the ARU controller and AFCS will be affected.
Simultaneous failures of the US-1600, UISM-I, VDI-30K end DA-200 instruments in supersonic flight
will testify to failure of the first static system. Simultaneous failures of the VDI-30K, DA-200 and
УВПД-20 instrument a in subsonic flight will be indicative or failure of the third static system. Failure
or the first static system also affects functioning of the ARU controller, AFCS and air intake anti-surge
shutters (LV6) automatic control.
Check to see that the PERISCOPE, AA XDCR, P-S TUBE, CLOCK and SIDE P-S TUBE circuit breakers
(CL74 and 75) are turned on; turn on the circuit breakers, if turned off (to heat the main and side
Pitot tubes).
When the circuit breakers are switched on, the instruments should become serviceable again in 2- 3
min.

6. Landing gear failures
6.1. Failure of LG to Extend Normally
If the landing gear extends partially or fails to extend altogether when the pressure in the main
hydraulic system is normal, make sure that the landing gear signaling system is functioning properly
(by depressing the light test button). If one of the lights remains dead after the button is depressed,
leave the LG control valve in the LG: DOWN position.
In case the signaling system is functioning normally, set the landing gear control valve to LG: UP at
first, and then shift it to DOWN without lingering in the neutral position. Refer to the signaling
system to make sure that the landing gear is extended. If the landing gear fails to extend or stops
midway, proceed as recommended above two or three times in succession. Simultaneously,
depending on the actual situation and flying conditions, apply alternating g-loads by maneuvering
the aircraft (at airspeed of not more than 600 km/h).
If all three legs fail to get released from the up-locks, extend the landing gear by using the
emergency system as instructed in Paragraph 6.2.
6.2. Emergency LG Extension
To extend the landing gear from the emergency system, use the following procedure:
- decrease the airspeed to 500 km/h;

- set the landing gear control valve to UP, then shift it to the neutral position;
- actuate the nose leg autonomous extension handle to open the up-lock, and refer to the
LG/flaps position indicator red lamp (which should go out) to make sure that the nose leg is
normally released from the up-lock;
- open the landing gear emergency control valve; refer to the LG/flaps position indicator to
make sure that the landing gear is extended.
If the main LG legs fail to extend, land on an unpaved runway (crash strip), using the nose leg,
extended air brakes and empty drop tank (if available).
Cut out the PRESET (LIMIT) ALT. switch (LV56) before landing with the main LG legs retracted.
Abandon the aircraft by ejection in case the nose leg or one of the main legs fails to extend.
WARNING. Landing on the airfield or off-field forced landing should be performed

after extending all the three LG legs or only the nose leg. In all other cases the
pilot must abandon the aircraft.
7. Off-field forced landing
The decision to perform an off-field forced landing is taken by the pilot. An off-field forced landing is
allowed to be performed:

- with the engine inoperative - on a site whose dimensions and surface characteristics are
known to the pilot, only with the landing gear extended,
- with the engine running normally - after ascertaining that the site is suitable for landing,
with the landing gear extended or only with the nose leg extended.
WARNING. If you are not sure of safe landing, provide favorable conditions tor
ejection and abandon the aircraft.
Proceed as follows on taking the decision to perform an off-field forced landing:
- jettison the drop tanks in a safe area (if they contain fuel); jettison the missiles, rockets and
bombs (safe); jettison the rocket pods;
- extend the landing gear;
- at an altitude of 1000 to 1500 m (or in level flight at an altitude of not less than 500 m when
the engine runs normally) and airspeed of 400 to 700 km/h, lean towards the instrument
board and jettison the collapsible canopy (when flying at a lower altitude, the decision to
jettison the canopy will depend on the actual situation).
- extend the flaps into the takeoff position at an altitude of not less than 100 m when
performing a powered landing;
- shut off the engine prior to touchdown; deploy the drag chute as soon as the aircraft
touches down, after which switch off the storage battery;
- use the wheel brakes to reduce the landing roll length as required by the situation (e.g.
intensity of aircraft deceleration, soil density, precision of landing estimation, etc.).
When performing forced landing on the enemy territory, destroy the IFF transponder by depressing
the IFF DEST. button on the destruction and distress signaling unit.
Cut out the PRESET (LIMIT) ALT. (LV56) switch before landing with the main LG legs retracted.
8. Bail-out procedures
8.1. Getting Ready to Bail Out
The pilot should act deliberately in any emergency situation. Upon taking the decision to eject (the
situation permitting), proceed as follows:
- if the flight altitude is low, increase the altitude to 2000 m (above the terrain), making use of
the engine thrust and airspeed; when flying at a high altitude, descend to an altitude of 3000
to 4000 m;
- bring the aircraft into climb or level flight and reduce the airspeed to 400 - 600 km/h;
- it there are clouds, abandon the aircraft before entering the clouds;
- when performing overwater flight, head in the direction of the coastline;
- when proceeding near the state border, fly in the direction of the friendly territory;
In case of immediate danger, bail out without any delay.

Abbreviations
Abbreviation Meaning Note
AA air to air
AAG altitude above ground
AG air to ground
AGD attitude indicator
AGL above ground level
AoA angle of attack
ARC automatic radio compass
horizontal tail movement control

ARU
system
ASP optical aiming device
ATC air traffic control
CAS close air support
error (warning light on the radar

ERR
screen)
IAS indicated airspeed
instrument landing system; often

ILS used as general reference to similar
instrument landing systems
IR infrared
essentially, an attitude indicator

(augmented with ILS needles and
KPP
altitude and course/radial directional
needles)
course and ground navigation radio-

KSI
station indicator
LST low speed target
M Mach number
MHR missile head ready
MTBF mean time between failures

NDB non-directional beacon
essentially, course and ground

navigation radio-station indicator
(augmented with PRMG needles,
NPP
polar coordinate system labels,
landing pattern labels, and course-
set needle)
PO-750 DC → AC converter
PRMG instrumental landing system
RP-22(SM) radar
RPM rotations per minute
RSBN tactical radio navigation system
“black box”; records flight

SARPP
parameters
SAU autopilot, labeled by type (SAU-23)
SOD transponder
SPO radiation warning receiver
flaps boundary layer blowing

SPS
(control) system
SRZO identification friend/foe system
SUA dangerous AoA warning lights
TAS true airspeed
TDC target designation cue
unmanned aerial vehicle or future of

UAV
aviation
UUA angle of attack indicator

DCS MiG-21BIS team
(in alphabetic order)
Michael Carter II (AKA “-Rudel-”)
Nicholas Dackard (AKA “Cobra847”)
Novak Djordjijevic (AKA “Dolphin887”)
Radu Manole (AKA “Roland”)
DCS: MiG-21BIS Flight Manual written by Novak Djordjijevic. All rights reserved as stated in EULA.
Music for MiG-21BIS (main theme, victory theme, defeat theme)
Darko Kijac
Denis Kijac
Note: Parts of Cockpit Model, Exterior Model, Cockpit Textures, and some Weapons are made by
Laszlo Becz at beczl Studios.

Special thanks
Aleksandr Oikin
Matthew Wynn
Matthew Wagner
Igor Tishin
Dmitry Moskalenko
Peter Collins
Chris Ellis
Colin Pearson
Pawel "DGambo" Sidorov
Neil Willis
Goran Badzic
Frantz “Vyrtuoz” Raia
To all of Eagle Dynamics' staff who helped us get to this point: SINCERE THANKS FROM ALL
OF LEATHERNECK.
To all of the testers who spent days in breaking the MiG-21bis into pieces to enable a
seamless and polished end-user gaming experience: SINCERE THANKS FROM ALL OF
LEATHERNECK!
To all of the backers, supporters, previewers/reviewers, forum community members, users

and all of the other folks we've forgotten to list here (while surely deserving): SINCERE
THANKS FROM ALL OF LEATHERNECK!

Special contributors
Carter Michael II
Badzic Goran
Clarke Jonathan
Mironov Denis
Parenta Dalibor
Salva Pareja Antonio
Vaclav Danek
Siedenburg Werner

List of translators (by language, in alphabetic order)
Chinese language
Shirui Zhao
Xueqian Zhao
Zijue Xu
Russian language (in Russian alphabetic order)
Avdonin Andrei (Авдонин Андрей)
Guga Roman (Гуга Роман)
Irshinski Aleksadr (Иршинский Александр)
Charkseliani Konstantin (Чаркселиани Константин)
Serbian language
Badzic Goran (Баџић Горан)

Copyrights
Copyright Rental Punkt Suprema Sp .Z o.o , Leatherneck Simulations © 2014. All rights reserved.
Copyright The Fighter Collection, Eagle Dynamics © 2014. All rights reserved.
News and updates available on the following links:
http://www.leatherneck-sim.com
http://www.digitalcombatsimulator.com
http://forums.eagle.ru

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DCS: MiG-21bis by Leatherneck

1. LIMITED USE LICENCE

8.3 Upon termination of this License for whatever reason:

You can download DCS World from www.digitalcombatsimulator.com

Note the Minimum system requirements for DCS World:

OS 64-bit Windows Vista, 7 or 8;

CPU: Core 2 Duo 2.0 GHz;

Free hard disk space: 10 GB;

Video: 512 MB RAM card, DirectX 9.0c - compatible;

Sound: DirectX 9.0c - compatible;

Internet connection (on demand).

1955: The Ye-4 was the true predecessor of the MiG-21

1966: MiG-21PD, experimental aircraft with short take-off and landing to

 Length: 15.0 m (with Pitot) (49 ft 2.5 in)

 Wingspan: 7.154 m (23 ft 5.66 in)

 Height: 4.125 m (13 ft 6.41 in)

 Wing area: 23.0 m² (247.3 ft²)

 Empty weight: 5,339 kg (11,770 lb)

 Gross weight: 8,725 kg (19,235 lb)

 Maximum allowed speed: 2350 km/h TAS, 1300 km/h IAS

 Wheel base: 4.71m

 Main: 2850l = 2225kg

l/kg ratio: 1kg = 1.279l; 1l = 0.781kg

Typical Fuel consumption

 100% on ground 3.2l/s (2.5kg/s)

 by 10% at an altitude of 10,000 – 11,000m

Pitch Roll Rudder

Deadzone 1-3 1-3 1-5

Saturation X 100 100 100

Saturation Y 100 100 100

Curvature 20-25 10-25 20-25

Specific DCS MiG-21BIS features

Table 3.2: Specific DCS MiG-21BIS built-in features

Whenever you turn ON/OFF your aircraft systems,

Note: Whenever you fly, your aircraft resources will

Note: Internal systems “self repair” is coupled with

Like in the previous case, during normal flight

Your engine will reset stress level to zero, once you

Whenever you fly in an atmosphere in which the

Similar to the previous feature, your Pitot system

To prevent Pitot freezing, turn on the Pitot tube

However, if you experience Pitot freezing anyway,

The aircraft’s battery will freeze if you fly above

Check that you have turned on battery heating

Pitot system errors are calculated for all ranges of

However, when flying at a M between 0.95 and

Normally, you will fly through the so called

If you turn the aircraft’s SARPP flight data recorder

You can find your SARPP records in your “Saved

The MiG-21BIS can be equipped with SPRD start

- stalling the aircraft is very difficult, yet possible,

- spinning the aircraft is impossible,

- aircraft stability is increased by 10-20%,

- user has to manually extract the gears for landing,

- engine stress is not calculated.

PREVENT CANOPY ICING - if enabled, canopy icing will be prevented.

The aircraft is furnished with:

(b) boundary layer control system (BLC),