Air and Space Magazine, October, 1995

Another drawback is the difficulty of obtaining replacement parts. With the current economic morass in the former Soviet Union, requests for parts often disappear into a black hole. The problem is compounded by the fact that different components are made in different republics. "There are no problems with engines or engine parts, since they are built solely in Moscow," says Stieglitz. "But with parts from other countries in the former Soviet Union, there are problems getting them in a timely manner. It always takes a long time."

"It's two great bureaucracies colliding against each other--the Germans and the Russians," says Sergeant Andreas Flehr.

After three years of flying MiG-29s the western alliance has received quite an education in Soviet-built aircraft. Indeed, much of the value of the MiG-29 to the Luftwaffe (and NATO) is not in the additional capabilities it brings to the force but in the knowledge that alliance members, including the United States, have gained about the abilities of countries that use Soviet aircraft and doctrine. This includes potential foes such as Iraq, North Korea, Serbia, and, though no one will mention it, Russia.

"It's a better force with the MiG-29 because now we have the chance to know Soviet-built aircraft...," says Stieglitz. "We understand their employment concept, we understand better their employment of air power and the value of air power within the Russian defense doctrine."

During NATO exercises, the Luftwaffe's MiGs have taken on the cream of the alliance crop in dogfights over the Mediterranean. The Germans find themselves swamped with offers from the Dutch, Belgians, Americans, and others eager to match their F-15s, F-16s, F/A-18s, Tornados, and so forth against the MiGs.

"They are all interested and keen to fly against the MiG-29," says Stieglitz. The pilots lounging in the squadron room at Laage say that the MiG-29 has not only been holding its own against aircraft such as the F-16 and F/A-18, it sometimes wins. "Not only sometimes," says Stieglitz, the slightest trace of a smile creeping across his face. "We have now reached a training standard with the MiG-29 where we can take on all types of aircraft in dogfight and combat situations, and the outcome depends, at least sometimes, on the pilot and the decisions he makes during the fight."

The consensus among the squadron is that the F-16--the MiG-29's closest American counterpart--is a better aircraft, despite the claims of many pilots that the MiG has greater maneuverability. "From long distances, the F-16 has the advantage, but in a close dogfight, whoever made the first mistake, it would be their last," says Simon.

"There are certain aspects where the MiG-29 is superior, but they are all small aspects," says Stieglitz. "In general terms, the western aircraft are superior, adding up all the avionics and radar and weapons and missiles and what have you. The F-16 has a greater range and better avionic capability. But we have our advantages, and if you stick to those advantages you have a good chance to survive against an F-16."

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Next year the Luftwaffe plans to move a squadron of F-4s to Laage. "Each aircraft has its deficiencies and attributes," says Stieglitz about the F-4 and the MiG-29. "We'll bring them together to get a synergetic effect: the MiG-29, with its high maneuverability, and the Phantom, which has long range capability with respect to the MiG-29."

"The MiG can profit from the radar of the Phantom," continues Fichte. "The F-4 can profit from the agility of the MiG-29 in a fight. Of course, the best would be to have the radar of the F-4 on the MiG."

As the MiGs have been integrated into the Luftwaffe, so have their original pilots. They are learning that the altering of mindsets comes gradually. "Even after four or five years, it's not grown together like I expected," says Triegel. "Everybody's working together, but sometimes you can feel distrust."

"I think within the last four years my mind has changed, as well as the minds of the western guys," says Andreas Zube. "I think we're able to do good work. Information in the media, learning about what the Stasi had done, changed my mind about the former system."

Asked if he trusts his eastern pilots as much as his western ones, Stieglitz does not hesitate. "Yes," he says. "No difference."

And if the easterners ever had difficulty accepting western orders, the issue no longer exists. "There might have been problems or reluctance at the beginning," says Stieglitz. "But right now, since we've mixed the whole thing together, I don't think there's a problem."

But although friendships have developed and an atmosphere of collegiality prevails in the squadron room, pilots acknowledge that a certain separateness seems to guide off-duty hours. "Private contacts are rare," concedes Georg Pepperl. The former cold warriors will gather together occasionally at the pub for beers, but such occasions are more the exception than the rule. Still, Wessis and Ossis alike say their relations are comfortable and friendly. "From the beginning," says Bernd Pfaehler, "we had one common language, which was flying."

Originally published in Air & Space/Smithsonian Magazine, JUN/JUL 1995. Copyright 1995, Smithsonian Institution.

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