Mig-15uti Fighter Aircraft Technical Specifications
- Crew – 1 person
- Thrust – 2700 kgf
- Wingspan-10.08 m
- The wing area is 20.6 sq. m
- Empty aircraft weight – 3247 kg
- Maximum take-off weight-4917 kg
- Maximum speed at altitude / near the ground – 974 / 1042 km / h
- Practical ceiling-15,100 m
- Maximum range-1335 km
- Armament: 2×23-mm gun NR-23; 1×37-mm gun N-37D
- The maximum bomb load is 200 kg of aerial bombs.
Mig-15uti Fighter Aircraft Details
After the end of the Great Patriotic War, the Soviet Union began active work on creating powerful jet aircraft and re-equipping the Air Force on its basis. Soviet aviation needed a new front-line jet fighter. However, the jet engines available at that time in the USSR no longer met the requirements for future fighters. For new fighters, more powerful jet engines were required, so at the end of 1946 in England, it was possible to purchase the most advanced, at that time, Rolls-Royce turbojet engines – Derwent-V, Nin-I and Nin-II. In accordance with the Decree of the Council of Ministers of the USSR of March 11, 1947, OKB-155 (A. I. Mikoyan and M. I. Gurevich) was instructed to develop a front-line fighter with a sealed cockpit. This aircraft had to have very high flight characteristics, including, it had to develop a speed of 1000 km/h near the ground and at an altitude of 5000 meters – 1020 km/h; at an altitude of 5000 meters, it was supposed to rise in 3.2 minutes; it had a practical ceiling of 13,000 meters and a maximum range when flying at an altitude of 10,000 meters – 1200 km. At the same time, the run – up should not exceed 700 meters, and the run-up should not exceed 800 meters. It was assumed that its armament would consist of one 45-mm gun and two 23-mm guns. The task provided for the possibility of increasing the flight range by suspending additional fuel tanks or placing a 200-kg bomb load. These requirements reflected the purpose of the new fighter: active air combat with enemy fighters and bombers; repelling enemy air raids; actions on ground targets and aerial reconnaissance. And yet, the main enemy of the future jet fighter was considered to be bomber aircraft (carriers of atomic weapons), capable of causing enormous damage to both industrial facilities and the civilian population, as well as the armed forces.
In the Mikoyan and Gurevich Design Bureau, the project of a new aircraft, designated I-310 (code “C”), with an asymmetric engine arrangement in the rear fuselage and a swept wing, was led by A. G. Brunov. In order to install a turbojet engine with a thrust of 2270 kgf on this fighter, many fundamentally new design solutions were used for the first time in the new Mikoyan aircraft. So, along with swept wings (which provided it with high subsonic speed), it received: a huge keel topped with a swept stabilizer; clean forms of a cigar-shaped fuselage; air-tight cockpit with ventilation and ejection seat; tricycle landing gear with a new rack.
Initially, it was planned to install a more powerful Nin-II engine on the new fighter, but due to the delay in its delivery from England, A. I. Mikoyan decided to install the Nin-I engine on the I – 310-S-1 prototype aircraft, which was started to prepare for mass production (under the designation RD-45) at plant No. 45 in May 1947. On December 30 of this year, it made its first flight. In the spring of 1948, two more prototype S-2 and S-3 fighters with the Nin II (RD-45F) engine were transferred for testing, which developed 230 kgf more thrust on takeoff compared to the Nin I.
The S-3 fighter has become a benchmark for mass production. Its main difference from other prototypes was the use of a stronger wing with an increased area of ailerons and a modified shape of the flaps. On August 23, 1948, two days before the end of the state tests, the I-310 (“S-3″) was put into service under the designation”MiG-15″. In the report on the results of military tests, it was written:”The MiG-15 aircraft is one of the best modern jet fighters in terms of its flight and combat qualities.”
The MiG-15 was an all-metal medium-wing fighter with a swept wing and tail. Fuselage-semi-monocoque type, round cross-section. In the forward part of the fuselage, the engine air intake was located, covering the pilot’s cabin on both sides. The wing is single-spar, with an oblique crossbeam forming a triangular niche for the retracted landing gear. The wing of the aircraft-with a sweep angle of 35° received ailerons with internal aerodynamic compensation and sliding flaps. On top of the wing, there were four aerodynamic ridges that prevented the flow of air along the wing and the separation of the flow in the end part of the wing at high angles of attack. The tail of the aircraft is cross-shaped, the keel and stabilizer are two-spar. The landing gear is a retractable tricycle, with a nose pillar and a lever suspension of the wheels. On the latest versions of the MiG-15, power steering was introduced into the aileron and elevator control system.
The power plant consisted of a RD-45 turbojet engine (RD-45F) with a centrifugal compressor. The engine was installed in the rear fuselage. For the first time on a domestic fighter, onboard fire extinguishing equipment and a fire warning system were provided.
The fighter’s armament consisted of three guns – two 23-mm HP-23 and one 37 – mm H-37D. The placement of weapons in the nose of the fuselage from below was chosen very rationally, which made it possible to minimize the impact of powder gases on engine operation and significantly simplify maintenance. The weapon was mounted on a special carriage, which could be easily lowered and raised on cables with the help of a small manual winch built into the fuselage. Two aerial bombs or two additional fuel tanks could be suspended under the wing. The cockpit of the fighter was equipped with a drop-down lantern and an ejection seat for the pilot, and was partially booked. The first MiG-15s were equipped with an ASP-1N gyroscopic automatic rifle scope with an optical rangefinder, providing a range of targeted shooting from 180 to 800 m with target sizes from 10 to 35 m, as well as a S-13 photopulemet.
The first serial modification of the MiG-15 aircraft was the two-seat training fighter UTI MiG-15 (I-312). The main difference between the Sparky and the combat vehicle built on the basis of the serial MiG-15 with the RD-45F engine was a two-seat cabin for accommodating a cadet and an instructor. To do this, it was necessary to abandon the rear fuselage fuel tank while simultaneously lightening the armament-placing a 23-mm HP-23KM cannon and a 12.7-mm UBK machine gun on a removable carriage. On the holders of the DB-48, the suspension of bombs of 50 and 100 kg caliber was allowed. Both sealed ventilation-type cabins were equipped with ejection seats and an emergency light release mechanism. Control of the car is dual. To reduce the effort, a power steering system was installed on the control stick of the aircraft. The composition of the equipment in the UTI MiG-15 remained the same as on the first production MiG-15, including the AFA-IM camera.
In 1950, Plant No. 1 built the first 50 serial UTI MiG-15s. A significant part of the UTI-MiG-15 training fighters was produced in the ST-2 variant, which received: instead of the HP-23 gun, the OSP-48 system (equipment for blind landing), which was used to train pilots to land on instruments; a new ASP-3N sight and an additional magnetic compass. UTI MiG-15 aircraft were in service with Soviet aviation for a long time and until the 1970s served as a” training desk ” for basic training of pilots of all types of MiG fighters.
In 1950, aircraft factories in the Soviet Union switched to the production of an upgraded MiG-15bis fighter, which differed from its predecessor by a more advanced VK-1 engine, as well as a modified wing design. In addition, it received a new tail section of the fuselage; power steering in the aileron control system and enlarged brake pads. For 5 years of production, the MiG-15 aircraft was constantly being improved, new equipment and equipment were installed on it.
For the first time, MiG-15 fighters were used in combat operations in the early 1950s, when they were deployed in China to cover the Shanghai area from attacks by Kuomintang aircraft. However, the” finest hour ” in the history of the MiG-15 was the Korean War of 1950-1953. To provide air cover for the People’s Liberation Army of China, which entered this war on the side of the DPRK, the Soviet Union sent the 64th fighter Air Corps armed with MiG-15s to China. On November 1, 1950, they engaged in the first battle with American aircraft. The very first air battles between the MiG-15 and the American Lockheed F-80 Shooting Star and Republic F-84 Thunderjet fighters showed the full advantage of Soviet aircraft in speed, rate of climb, maneuverability and weapon power. Moreover, in just one week, in October 1951, MIG-15s shot down 5 American B-29 bombers and damaged 8 more of these vehicles. Therefore, to fight the new air enemy, the Americans had to urgently transfer the latest F-86 Sabre fighters to the Far East.
From March 1951 to February 1952, the 324th Aviation Fighter Division under the command of I. N. Kozhedub, armed with MiG-15 fighters, won 215 victories in the skies of Korea, including shooting down 12 B-29 bombers, and losing only 52 of its aircraft and 10 pilots. In total, during the fighting, Soviet MiG-15 fighters conducted more than 1,700 air battles, in which they shot down 1,097 enemy aircraft. The most successful Soviet ace was the commander of the 196th Fighter Aviation Regiment, Colonel E. G. Pepelyaev, who won 23 aerial victories (including 19 victories, according to the records in the flight book and four victories, “given” to the account of the slave), having made 108 combat sorties. On the account of Pepelyaev were 12 F-86 fighters, four F-84, six F-80, one F-94.
Another Soviet pilot, N. Sutyagin, scored 21 victories, making 150 sorties, L. Shchukin and A. Smorchkov each had 15 downed aircraft, and seven more pilots had 10-14 victories each. The Korean War became one of the brightest pages of jet aviation combat use in the history of the Soviet Air Force, and the MiG-15 took its rightful place in the development of world aviation.
Serial production of MiG-15 aircraft was initially launched at plant No. 1 (Kuibyshev), and then at Plant No. 153 (Novosibirsk), and soon factories No. 21 (Gorky); 31 (Tbilisi); 99 (Ulan – Ude); 126 (Komsomolsk-on-Amur); 135 (Kharkiv); 292 (Saratov) and 381 (Moscow) joined its production, producing a total of 13,131 aircraft in 1949-1953.MiG-15 aircraft of all modifications, including – 3433 UTI MiG-15. For the longest time, until 1959, the production of UTI MiG-15 continued at plant No. 99 in Ulan-Ude.