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MiG-15bis FAGOT Tactical fighter

At the beginning of 1949 passed the state test engine VC-1, which became the further development of the RD-45F. The new engine developed greater traction in almost the same dimensions and weight, which made it possible without too much trouble to install it on aircraft equipped with RD-45F, and the thus significantly improve their performance characteristics.

May 14, 1949 the USSR Council of Ministers issued Resolution #1887-697 the launch of a series of engine VC-1, 100-hour resource and Decree #1889-699, released the same day, decided to continue the series production of the MiG only -15. In this connection, plants, build up to this La-15 and Yak-23, had to curtail their production and in June 1950 to switch completely to release the MiGs with engine VC-1.

In accordance with the Resolution of the Council of Ministers of 14 May 1949 as well as the order of the MAP dated May 20, 1949, the OKB-155 was carried out work on the modification of the serial MiG-15 engine under the VC-1. In addition to VC-1 engine on the aircraft installed in the roll channel power BU-1 to reduce the effort on the control stick, compensation for increased aerodynamic elevator up to 22%, socks elevator and rudder were thickened. Setting VC-1 resulted in a reduction in the height of the 2nd fuel tank, leading to the loss of 60 liters of fuel.

The forward fuselage has also undergone a slight change caused by the installation of cannons NR-23 guns were shifted closer to the axis of the aircraft, allowing several options to improve the dispersion of the weapon.

The wing is different from the serial only a place of attachment of the ailerons - their area increased slightly, moving forward with the axis of rotation. The aircraft has also been reshaped and enlarged to 0.5 m2 Area brake flaps, and their axis of rotation is installed at an angle of 22 the vertical to reduce the pitching moment when they are opened.

Tests showed that in comparison with the serial MiG-15 RD-45F engine and installing a new set of modifications made resulted in a significant improvement in almost all the features. Flight data increased significantly, with the exception of the range, which has decreased by 180 km in view of reducing the supply of fuel and the increase of specific fuel consumption engine VC-1. The aircraft passed state tests satisfactorily and had been recommended for adoption by the arms. The Council of Ministers on 10 June 1950 the MiG-15 to the VC-1 launched in the series.

To be able to use the MiG-15bis from airfields with limited runway, in 1951 OKB together with the plant #279 equipped the two fighters allocated for this purpose, the Air Force, the braking parachute PT-2165-51, with an area of 15 m 2 dome and two options wheel braking system.

At the bottom of the fuselage between frames #24 and #27 was made hatch into which the container with TP extractor parachute and rope. The container was placed on the locks and doors closed. TP cable was attached to the castle, set in the groove of the back heel of the aircraft. Opening of locks and landing flaps lock fastening rope TA produced pneumatic system.

Setting the TA reduced the mileage of the MiG-15bis (CD-R) almost doubled. Aircraft have been tested, and in 1952 the factory was built #1 small series (10 pcs.).

Pursuant to the order of MAP from 2 December 1950 to improve the flight properties of the series of MiG-15bis in the OKB was designed a new wing and vertical tail of the new form. Working drawings, plazas and working patterns of the wing and vertical tail handed #1 plant to build two aircraft. In addition, in November and December 1950 were prepared and sent to the aerodynamic tests in TsAGI two models of them: one model series MiG-15, the old wing, and the other - control model airplane wing with a new profile.

In March 1951 it was built three MiG-15bis (CE), one of which was transferred to TsAGI. After the flight test aircraft used in the LII as a flying laboratory for the study of different wing designs.

To increase the flight range was developed MiG-15bis, equipped with a system in-flight refueling tanker aircraft from the Tu-4. In May 1952, the plant was converted #153 two MiG-15bis, allocated for this purpose the Air Force. However, work on this issue stalled due to delays in equipment tanker aircraft Tu-4 factory #18, moreover, hampered the work of such organizations, system designers as OKB-140 OKB-30, the plant #279 and others. However, in 1953 the test system refueling "Cone" yet begun. Active participation in its testing and development engineers took VJ Euphorbias and SN Fishermen, as well as test pilots PI Kazmin, SF Mashkovskii and LV Chistyakov.

When creating and testing the system to resolve a number of issues related to the stability of the system "hose-cone" in the stream and the choice of its parameters, as well as a technique perfected piloting MiG-15bis in contact and refueling. Refueling was carried out using two hose with cones, produced from the wingtips tanker aircraft Tu-4, and the filling of the bar, installed at the top of the ring inlet MiG-15bis. Later MiG-15bis passed the baton to improve the "cone" of MiG-19.

Also the MiG-15bis and Yak-15 was tested "wing" refueling system from the Tu-2, which, in spite of the further testing of aircraft MiG-19 and Tu-16 did not develop as it does not allow to produce the "cone" while refueling two fighters.

As part of the MiG-15bis system was developed "Boatmen". MiG-15bis "Boatmen" - a fighter equipped with the system, "Harpoon", by allowing podtsepki and towing flight bomber Tu-4 to increase the range of the system born in azrabotku fulfilled OKB AS Yakovlev. Leading engineer was CH.G. Gasan.

The system consisted of a towing winch with rope and receiver-cone installed on the Tu-4 in the rear fuselage, and "harpoon", installed in the nose of the MiG-15bis. Tow rope with a cone produced at 80 m. The operation of the system was carried out with the main control located on the left side in the rear pressurized cabin aft arrow Tu-4. Winch and related improvements Tu-4 #221001 OKB-30 manufactured by the technical conditions of the plant #115. Further development of the MiG-15 bis #53210408 harpoon is made for the installation of the plant #115.

Spear is a pneumatic cylinder, the piston rod of which, together with the lock ensuring coupling and uncoupling by compressed air, could be moved. The total length of the harpoon - 1372 mm, length of the protruding portion - 945 mm. Before the start of the coupling rod with the lock is pulled out of the cylinder. At the entrance of the castle harpoon into the slot receiver-cone clutch is automatic, and then retract the cylinder rod.

In connection with the "harpoon" and equipment for coupling with the MiG-15bis removed fotokinopulemet C-13. The nose compartment Coca further established: a second battery 12A-30 and the air 4-liter bottle, plugged in the main air system.

After the factory tests (02.02. - 26.04.51g.) Refueling system has been handed over to the Civil Code of the Air Force Institute on state tests. State tests were held from July 28 to August 24, 1951 ended with positive results. The system proved reliable towing coupling and uncoupling of aircraft in the air by day and night, and has been recognized as a promising new work of interest to the Air Force as one of the possible solutions of the bomber escort. It was recommended to equip the 5 serial MiG-15bis and 5 Tu-4 towing system for testing and use of tactical guidance system.

In January 1952 the plant #153 built a troop series of five MiG-15bis equipped "harpoons". Converted 5-towing aircraft Tu-4 plant #18 for military trials. The tests took place in the 50th Air Force long-range aircraft from July 9 to September 8, 1952 at the airport Zyabrovka. The system provides multiple towing coupling and uncoupling of the MiG-15bis with the Tu-4 and towing fighter bombers for working and non-working engine in the detachment of the squadron and the "air train" in the set for the Tu-4 combat formations both day and night. Fighters, being towed maneuver bombers are not so restricted.

The detachment and squadron "air train" may produce a horizontal flight, climb, descent at a rate of up to 7 m / sec and turns to roll up to 10-15 degrees. Since the Tu-4 bomber was outdated, it was recommended to work out a system of towing airplanes Tu-16 and Tu-95. The development of towing OKB-115 has developed a system for refueling fighter MiG-15bis of the Tu-4, with an automatic coupler.

The tests were conducted by the refueling system #115 together with FRI during the period from September 24, 1954 on March 2, 1955 Lead Pilot SN Anokhin, test pilot FI Burtsev, the commander of the Tu-4 AA Efimov, AI Engineer operator Vershinin. Leading engineers from the plant #115 - VI Stepanov and from LII - VS Elkin. When testing the refueling system has been verified by the work of all units of the system, worked out method of refueling and made an assessment of its operating performance. Tests have shown that the system provides refueling in flight at altitudes up to 4,000 meters.

The modifications related to the installation of the system, almost worsened LTD planes and not complicate their piloting.

In the opening stages of the Cold War Kadena Air Base played a pivotal role in the clandestine testing of the first airworthy example of a Soviet MiG-15. The aircraft, its pilot, and the testing performed at Kadena provided the Air Force invaluable technical information on the capabilities and operational limitations of the MiG-15.

Because of the perceived superiority of the MiG over the Sabre it became very important to the United States to obtain a representative example for comparative testing. To this end Operation MOOLAH came into being in April 1953. General Mark W. Clark, Allied Commander Korea, offered $100,000 dollars to the first defector that delivered an airworthy MiG-15.

On September 21, 1953, Senior Lieutenant No Kum-Sok made his escape from communist North Korea and became the first defector to deliver to the Far East Air Force an airworthy example of the advanced MiG-15bis (bis is Russian for "improved"). Interestingly, No Kum-Sok knew nothing of General Clark's $100,000 dollar offer until after he arrived in South Korea. His arrival also caused considerable internal embarrassment for the Air Force since no monies had been set aside to pay the reward. This was quickly rectified and No Kum-Sok was eventually paid the promised amount.

Senior Lt. No Kum-Sok did not remain long in South Korea. After a brief press conference the next day he was bundled off to Kadena Air Base, Okinawa, later followed by his MiG-15, which was secretly disassembled, crated, and shipped by military transport to Kadena.

For the next seven months No Kum-Sok answered numerous questions on North Korea, its military and the support it received from the Soviet Union and China. Another important task No Kum-Sok performed while at Kadena was teaching the test pilots sent to evaluate the MiG, Major General Albert Boyd, Major Chuck Yeager, and Captain Harold "Tom" Collins, how not to kill themselves while flying the stubby, barrel-shaped aircraft.

Major Yeager declared, "Flying the MiG-15 is the most demanding situation I have ever faced. It's a quirky airplane that has killed a lot of its pilots." Testing over the course of 11 days revealed that overall the aircraft was a reasonably good fighting machine, but lacked the sophistication of American aircraft like the F-86. During testing Major Yeager discovered that the fastest the MiG could fly was .98 Mach before becoming uncontrollable, a situation that nearly caused him to crash.

While the MiG-15 enjoyed a better climb rate and a higher operational ceiling than the F-86, it suffered from problems with oscillation, poor pressurization, unexpected pitch-up at high speeds, unrecoverable spins, no warning of impending stalls, and a particularly dangerous emergency fuel pump that could cause the aircraft to explode if improperly activated.

Despite the MiG's shortcomings, evaluators determined that the MiG-15 and F-86 were nearly equal in performance. Pilot experience and training proved to be the most important determining factor between the two aircraft. Chuck Yeager stated it succinctly when he said, "The pilot with the most experience will whip your ass no matter what you're flying!" After its extensive testing the MiG was again disassembled with each part carefully scrutinized and evaluated.

When it became obvious that North Korea would not ask for the return of the aircraft, an admission that there had been a defection from their elite air force, the MiG was crated and shipped to Wright-Patterson AFB, Ohio, in late 1954. There it was reassembled once again and flown extensively until damaged by an Royal Air Force officer in 1956. After that the aircraft never flew again and was turned over to the Air Force Museum for restoration and display, where it remains to this day.

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Page last modified: 22-12-2015 18:42:51 ZULU