“I pushed my throttle to full dry power while my aircraft went through the vertical and pointed at the Tomcats while still inverted. Both Tomcat crews were fantastic: they followed the manoeuvre and we met at the top,” Abdelmajid Tayari, former Libyan MiG-23 pilot
During the Cold War, advancements in Soviet long-range patrol and bomber aircraft created the need for a fleet defense fighter capable of intercepting high-altitude bombers from well beyond visual range. Grumman responded with the iconic F-14 Tomcat. Armed with long-range AIM-54 Phoenix air-to-air missiles, the F-14 could engage multiple targets over distances greater than 90 miles. To achieve the necessary interceptor speed while carrying heavy weapon loads, Grumman designed the F-14 with an effective variable-sweep wing, allowing it to perform efficiently across a broad spectrum of airspeeds.
The F-14 entered combat for the first time in August 1981, shooting down two Libyan Su-22 jets over the Gulf of Sidra. In the years that followed, the Tomcat continued to serve extensively in the same region.
After several terrorist attacks targeting US and Israeli citizens and interests in Europe and the Middle East, the United States began preparing for possible military action against Libya in 1985. The US government accused Libyan leader Muammar Gaddafi of being involved, alleging his support for Palestinian terrorist Abu Nidal, who was believed to be behind the attacks. By January 1986, as part of Operation Attain Document I, the US Navy had assembled a significant naval force in the central Mediterranean.
At first, with only the USS Saratoga (CV-60) on hand, the U.S. was hesitant to launch a full-scale attack. Instead, they chose to test how quickly Libyan air defenses would respond. After a pause of several weeks, the U.S. Navy returned to waters near Libya on February 12, 1986, to conduct Operation Attain Document II. For four days, American aircraft flew close to, but did not enter, territory claimed by Libya. Navy commanders used this opportunity to give their pilots real encounters with MiGs and other enemy equipment they had studied for years, allowing them to practice against genuine adversaries.
As in 1981, the F-14A Tomcats from VF-74 and VF-102, both stationed on the USS Saratoga, were typically equipped with AIM-7 Sparrow and AIM-9 Sidewinder missiles as well as their built-in 20mm cannons, serving as the main interceptors. In addition, the USS Coral Sea (CV-43) soon joined the operation off Libya, bringing with it four squadrons of the brand-new McDonnell Douglas F/A-18A Hornet fighters.
These versatile fighters were also equipped with AIM-7 Sparrows, AIM-9 Sidewinders, and a 20mm cannon. Although they were smaller and slower than the F-14As, they proved to be far more manoeuvrable. Both aircraft types consistently received support from Grumman E-2C Hawkeyes—airborne early warning (AEW) aircraft highly effective at detecting Libyan Arab Air Force (LAAF) fighters almost immediately after takeoff. The E-2Cs gave F-14 and F/A-18A crews a significant advantage in situational awareness, as Abdoul Hassan, a former MiG-23MF pilot from No. 1060 Squadron (comprised of pilots trained abroad and experiencing challenges with the MiG-23MF), recounted in Tom Cooper’s book MiG-23 Flogger in the Middle East: Mikoyan i Gurevich Mig-23 in Service in Algeria, Egypt, Iraq, Libya and Syria, 1973-2018:
`It was the same as in 1981. We would receive the order to look for one target, flew there, and found nothing. Then two F-14s would appear behind us. Although the Soviets told us the MiG-23 could outturn the F-14 at [a] certain speed, this proved impossible. We could not outmanoeuvre them and decided to return to our base …’
Instead, No. 1023 Squadron, based at Mitiga and equipped with new MiG-23MLs, was successful in its encounters with the Americans, as recalled by another former Libyan MiG-23 pilot, Abdelmajid Tayari:
‘During the afternoon of 12 February 1986, three MiG-23MLDs from No. 1023 Squadron had engaged a pair of F/A-18 Hornets over the international waters, north-east Tripoli. They clearly outflew the Americans and ended advantageous position, at their “6 o’clock”. Hornets were forced to disengage and run away. After that, we were all excited about our new mounts and looking forward to further engagements.’
Tayari received the opportunity to prove his skills on the following morning, when he exploited new capabilities of his mount to its fullest:
‘On 13 February 1986, I was scrambled as leader of a pair of MiG-23MLDs to intercept a pair of F-14s underway about 170 kilometres [92nm] north-west of Benina. Each of our aircraft was armed with one R-24R, one R-24T, four R-60MKs, and a full load of ammunition for 23mm cannon. Prior to take-off, I was briefed to expect four Tomcats: two at medium altitude, clearly visible on our radar, and two at low altitude, invisible to our radar, and waiting to sandwich us. The GCI vectored us to intercept the pair flying at medium altitude, and we approached head-on.
‘My wingman and me were underway at an altitude of 3,000 meters [9,842ft]: Tomcats were slightly higher, at 4,000 metres [13123ft]. I obtained a radar contact from about 45 kilometres range [29nm] and requested a clearance to engage. The GCI took some time to react, but then cleared me when I was having a visual contact — at a range of about 25 kilometres [13.5nm]. At the moment, the bogies stopped closing in: I maintained radar contact with them, and had my R-24R missiles ready to fire; they were almost within the range of my R-24R, but they turned away. Suddenly, the GCI shouted on the radio: “Two bogies at your 6 o’clock!”
‘I turned my head around to check, and surely enough: two F-14s were zooming up, some 1.5-2 kilometres (0.8-1nm) behind us. I ordered my Number 2 into a full afterburner and broke hard left. My speed was still high as I turned left, nose down, 800-900 km/h [431-495kts], pulling 5-6gs towards the target, intending to force them into failing to track at my 6 o’clock. My reverse maneuver was so hard that my Number 2 overshot, while I reduced the distance between the F-14s behind me to nil. No doubt, the Americans were surprised: they didn’t expect that hard a manoeuvre, and were not ready for my reaction. By the time they woke up, they lost their advantage, while my Number 2 turned back and placed himself in an advantageous position behind the Tomcats and me. But they were highly qualified: they knew what to do.
‘As I continued turning hard towards the two Tomcats, my eyes focused at their rears until I’ve got what I wanted! I noticed the Tomcats shifting outwards, and then I rolled out, pulled my nose hard up, pulling 7gs, with throttle on idle. I executed a high-g barrel roll, during which my speed decreased very fast, down to 350 km/h [189kts]. Then I pushed my throttle to full dry power while my aircraft went through the vertical and pointed at the Tomcats while still inverted. Both Tomcat crews were fantastic: they followed the manoeuvre and we met at the top, within 30 metres (30 yards/98ft) of each other, much too close for comfort!
‘I discontinued the barrel roll and went for scissor manoeuvre (or low speed yo-yo’): I knew I had the advantage because of MiG-23MLD’s better performance in this position. Thus, we began the scissor turns towards each other, at very low speed: this was below 300km/h [160kts], still full dry power, maximum angle of attack. The `stick-shaker’ in my stick began to operate, informing me that my aircraft was at the edge of a stall and spin. I was between two F-14s, only two metres lower, almost line abreast. Our position was equal, except that my Number 2 was behind and above all of us, in a good position to hit the Americans if that would be necessary. Only our controller was screaming on the radio, ordering us to disengage and turn back to base. I replied, “Not yet… not at this stage!
‘The F-14 pilots were certainly surprised by the low-speed handling and high angle of attack of my MiG-23MLD. And, certainly enough, my speed was meanwhile down to 230 km/h [124kts]! Mind, according to the flight manual, the minimal manoeuvring speed for MiG-23MLD with wing position 45 is 450km/h [242kts]!
‘During the second scissor, I noticed that the lead F-14 attempted to engage afterburners. That was a very dangerous undertaking at that speed and attitude: a big white balloon went out of one of his engine nozzles, meaning there was more fuel than air in his combustion chamber. That was a good sign for me: he was facing the risk of an engine surge just to get a few extra knots of speed.
‘Now it was the question of one of us forcing the opponent to put his nose down first. At that point in time, I knew the MiG-23MLD had two advantages over the F-14: it is lighter, which means it has less inertia, and its thrust-to-weight ratio is higher. Thus, I continued through the third and then the fourth scissors. The situation remained very critical: it was really a risky challenge between five men in three aircraft, and until now I have special respect for these F-14 pilots.
‘After the fourth scissor, I got what I want: the Tomcats couldn’t maintain their position anymore and decided to put their noses down. I was as happy as I was never before — but my happiness didn’t last for long. They both made an incredible manoeuvre, which remains in my memory until this very day. Imagine, they put the nose down, right bank with full rudder at very low speed, then turned almost in place, head-on towards me, barely 100 metres [109 yards] away and below my aircraft!
‘I did not take the risk of flying the same manoeuvre, but followed them nevertheless: I pushed my aircraft hard down, picked some speed, then smoothly banked right, and checked my fuel indicator for the first time since start of this engagement. My fuel was down to 1700 litres, which at this distance from Benina was too little. I was in serious trouble now. While still diving, I saw two other F-14s closing at very high speed, coming to support their other pair. They passed about 50 metres below my nose.
‘I called my wingman to rejoin, levelled my aircraft, put the wings into 16 degrees position, and turned in direction of my base while maintaining the best cruise speed to extend my range. The Tomcats took the advantage to fly behind me at some distance. Then they turned back before we entered Libyan airspace again. I’ve just had the best dogfight of my life!”
MiG-23 Flogger in the Middle East: Mikoyan i Gurevich Mig-23 in Service in Algeria, Egypt, Iraq, Libya, and Syria, 1973-2018 is published by Helion & Company and is available to order here.
Photo by U.S. Navy
