Local differences
Not surprisingly, the Ukrainian MiG-29MU1
standard is similar to the Azerbaijani
upgrade in these criteria. However, the first
stage of the Ukrainian modernisation also
included modification of the R-862 radio
station to meet International Civil Aviation
Organization (ICAO) rules, as well as the
installation of an A-511 transponder. The
latter also meets ICAO requirements.
First deliveries of the upgraded
Ukrainian MiG-29s took place from 2009
onwards during the course of major
overhauls at the repair plant in Lviv.
The full modernisation applied only to the
single-seaters, since the two-seaters lack
radar, although the Azerbaijani two-seaters
received a partial upgrade. The Ukrainian
MiG-29UBs remain unmodified. Another
difference concerns the maintenance
intervals and the approach to repair.
Based on the original manufacturer’s
guidelines, developed in the communist era, the
Soviet-era MiG-29 was provided with a total
service life of 2,500 flying hours or 20 years.
Scheduled maintenance was carried out every
100 hours or 12 months (less extensive) and
every 200 hours or 24 months (more extensive).
The first overhaul was set at 800 hours or nine
years, followed by a second at 1,500 hours/15
years (ie 700 hours/eight years after the first).
Of course, based on the overall condition
and degree of use of the aircraft, the OEM
can authorise a different maintenance
schedule. The MiG-29s for Azerbaijan are
apparently being maintained according
to the standard Soviet-era schedule. An
intermediate maintenance and inspection is
carried out every 12 months (so-called 100-
hour maintenance). In addition, there are other
scheduled maintenance procedures (eg at 200
hours/24 months). These procedures differ in
scope, the 100-hour maintenance being less
extensive. Regardless of technical condition,
major repairs are carried out at Lviv every
700 flying hours or every seven to ten years.
For this reason, several Azeri MiG-29s have
gone through the Lviv plant on more than one
occasion. Transport usually involves an An-124,
which can carry three MiG-29s simultaneously.In Ukraine, on the other hand, it seems that
PS aircraft are maintained according to their
own schedule – and one that is definitely not
authorised by the OEM. AFM has been told
that aircraft coming out of LSARP receive the
standard service life (700 hours/eight years)
but are maintained under a ‘wartime’ schedule.
In practice, this is maintenance according to
technical condition. The LSARP may have
devised such a schedule with assistance
from Poland, which uses this system on its
own MiG-29 fleet. It is noteworthy that the
plant in Lviv supports its Polish partners
in particular in the overhaul of equipment
assemblies and technical components (see
Polish MRO Experts, February 2017, 80-83).The engine cowlings are
assembled on an Azerbaijani
MiG-29 prior to the jet’s first
test flight after a technical
inspection.Above: Prior to a general overhaul, all the MiG-
29’s metallic parts have their paint removed by
hand. Below: Although this Azerbaijani MiG-29 is
not fully assembled, it has already undergone its
major overhaul and acceptance, and is waiting to
be loaded into an An-124 for transport home.Two newly arrived MiG-29s are disassembled into their individual parts in preparation for the major repairs.The engine cowlings are assembled on an
Azerbaijani MiG-29 prior to the jet’s first test
flight after a technical inspection.84 // JANUARY 2018 #358 http://www.airforcesmonthly.comLviv State Aircraft Repair Plant
MiG-29 deliveries to Azerbaijan
Delivery date Number/
versionConstruction
numbers
September 28, 2006 2 x UB 50903012094,
50903011844
December 21, 2006 3 x 9.13 2960717921,
2960717930,
2960721948
March 29, 2007 3 x 9.13 2960718706,
2960725869,
2960725858
June 26, 2007 3 x 9.13 2960718700,
2960721117,
2960721910
September 28, 2007 3 x 9.13 2960721911,
2960721947,
2960725870
February 18, 2009 1 x UB 50903007409
August 11, 2011 1 x UB 50903010194