Designed in the 18 months following the Korean War, the Mikoyan-Gurevich bureau concentrated on a small day interceptor of the highest possible performance. Prototypes were built with both swept and delta wings, both having powered slab tailplanes, and the delta was chosen for production. At least 30 preproduction aircraft had flown by the time service delivery started.

The definitive prototypes with R-11 engines were the Ye-2A with swept wings and the Ye-5 with delta wings, these flew in May and June 1956 respectively, and were soon involved in comparative trials that showed the tailed delta configuration to have slight performance and operational advantages. The Ye-5 therefore became the basis for the Ye-6 prototype that was used to eradicate the various propulsion and flight-control problems besetting the programme, and in 1958 production was authorized of the MiG-21 fighter. The initial production version (NATO Fishbed-A) was built in only limited numbers from 1958. Power was provided by a Tumansky R-11 turbo-jet engine rated at 50kN (with after-burning). The initial MiG-21 included Fowler flaps, fully powered controls, upward ejection seat fixed to the rear of the front-hinged canopy (which incorporated the whole front of the cockpit enclosure except the bullet-proof windshield) to act as a pilot blast-shield, and internal fuel capacity of only 410 gal. Armament was two 30 mm NR-30 in long fairings under the fuselage, the left gun usually being replaced by avionics.

Mikoyan-Gurevich MiG-21 Article

The Soviet Union had developed the K-13 (NATO Atoll) infra-red homing air-to-air missile and two pylons for two K-13 were fitted to the more powerful MiG-21F of 1959. The F became known to NATO as Fishbed-C and was a short-range clear-weather fighter (one 30mm cannon only) powered by a 56.4kN / 12,676lb st (with afterburning) Tumansky R-11. This had radar ranging, 515 gal fuel, broader fin, upward-hinged pitot boom attached under the and two dorsal blade aerials. In most 21 Fs the port cannon is removed, to save weight and provide space for the electronic pack serving two K 13A air to air missiles (AAMs), simple copies of Sidewinder called Atoll by NATO, carried on underwing rails. As the 21F matured, the fin was increased in chord and the braking parachute moved to a cylindrical box at the base of the rudder, while various aerials betrayed the presence of such standardized electronics as the UHF/VHF in the fin cap, rear warning radar (Sirena 3) and SRO series SIF/IFF (called Odd Rods by NATO). Exports began in April 1963 with the F-12 for Finland and F 13 for India (which called it Type 74) and Iraq. Czech-built aircraft (still called 21F) did not have the rear-view windows in the front of the dorsal spine. The F was also the type supplied to China in 1959 and used as the pattern for the Chinese-built F-8. As the oldest active variant it was also the first exported or seen in the West.

In 1964 it was reported the unit cost to India was $500,000. India lost two of its first six in a mid-air collision in December 1963 and a second batch of six was scheduled for June 1964 delivery.

The MiG-21 programme spawned its own series of developments through various prototypes, and there were also a number of experimental and record-breaking prototypes such as the Ye-33 version of the MiG-21U operational conversion trainer used for climb and altitude records for women pilots; the Ye-66 version of the MiG-21F used for a speed record; the Ye-66A with a U-2 rocket in a belly pack for an altitude record, the Ye-66B with twin rockets; the Ye-76 version of the MiG-21PF for a number of women’s records; the Ye-8 with a powered canard foreplane to validate such a feature for the proposed MiG-2lSht attack fighter; the MiG-21DPD with two direct-lift jets in an extra fuselage bay on the centre of gravity, and the A-144 with a scaled-down version of the wing proposed for the Tupolev Tu-144 supersonic airliner. Trials in the direct-lift approach started with the MiG-21DPD to validate the basic concept.

At Tushino in 1961 the prototype was displayed of what became the 21PF, with inlet diameter increased from 27 in to 36 in, completely changing the nose shape and providing room for a large movable centre-body housing the scanner of the R1L AI radar. Other changes included deletion of guns (allowing simpler forward airbrakes), bigger mainwheels (causing large fuselage bulges above the wing), pitot boom moved above the inlet, fatter dorsal spine (partly responsible for fuel capacity of 627 gal) and many electronic changes.

Fishbed E is the NATO name for the C or D version with extra broad fin, relocated brake chute and restored gun armament in the form of the GP 9 belly pack housing the GSh 23 twin barrel 23 mm (0.90 in) gun, with predictor sight and simple radar ranging. The MiG 21FL, from lokator (locator), has the R2L (Spin Scan B) radar. Extra broad fin and relocated chute are standard, as is the F2S¬300 engine, but not SPS or ATO rockets. India calls this the Type 77, and it was the first version made under licence by Hindu¬stan Aeronautics, some 100 being assembled from Soviet parts in 1966 70 and about another 96 with increasing Indian content in 1970 73. The 1964 MiG-21PF ‘Fishbed-D’ was the first of a new series with search/track radar to improve all-weather capability. It has an uprated engine with afterburner and rocket ¬assisted take-off.

The MiG-21F ‘Fishbed-C’ paved the way for the MiG-21PF ‘Fishbed-D’ of 1960 with the uprated R-11F engine and an enlarged inlet to allow the incorporation of R1L ‘Spin Scan-A’ radar in the centrebody, the MiG-21PFS ‘Fishbed-E’ with blown flaps and a ventral pod carrying a 23mm GSh-23L two-barrel cannon.

A further development, the MiG-2IPFM ‘Fishbed-F’ incorporating all the sequential improvements of earlier models, was soon superseded by the MiG-21PFMA ‘Fishbed¬ J’ which is a multi-role aircraft with four underwing pylons and a GSh 23-mm twin-barrel gun. It also carries four radar-homing ‘Atoll’ air-to-air missiles.

All PF had an uprated engine, late models had take-off rocket latches and final batches had completely, new blown flaps (SPS) which cut landing speed by 25 mph and reduced nose-up attitude for better pilot view. The FL was the export PF (L = lokator, denoting R2L radar) with even more powerful engine. Like the F models rebuilt in 1963-4, this can carry the GP-9 gunpack housing the GSh-23 23 mm twin-barrel gun, has a still further broadened vertical tail and drag-chute repositioned above the jetpipe. The PFS was the PFP with SPS blown flaps, while the PFM was a definitive improved version with another 19 in. added to the fin (final fillet eliminated), a conventional seat and side-hinged canopy, and large flush aerials in the fin. One-off versions were built to prove STOL with lift jets and to fly a scaled -analogue- of the wing of the Tu-144 SST.

From the MiG 21PFM stemmed a 1966 model, the PFMA, called Fishbed J. This was a supposed multi role version with four underwing pylons, provision for a belly tank or GP 9 gunpack, either ‘Jay Bird’ radar or infrared versions of K 13A and with three tank fitted pylons to offset the reduced internal fuel capacity of 2600 litres (572 Imp gal), despite the new deep dorsal spine giving an almost straight line from canopy to fin. Other changes included a zero/zero seat (ejector seat usable at zero height and zero speed), improved weapon aiming subsystem with alpha (angle of attack) sensor in a fairing on the left side of the nose, and pitot boom offset to the right. The -J featured an internal GSh-23L cannon.

The PFMA, made in huge numbers, and since 1973 has been built in India as Type 88, produced by Hindustan Aeronautics in 1973 78.
The R-13 turbojet was introduced about 1970 in the multirole MiG-21M Fishbed J. After 1971 production switched to the re-engineered third-generation MiG-2lbis Fishbed L, with more internal fuel and updated avionics. The MiG 21MF is the all weather fighter/bomber variant of the MiG 21 family. It is derived from the MiG 21 F, but is much heavier, more powerful and equipped with a large avionics suite.
The original reconnaissance model was the MiG-21R Fishbed H (based on the MiG21PFMA which introduced the large dorsal spine, a common feature of the ‘Fishbed’), produced in several sub-types with equipment ranging from basic internally-mounted optical cameras (occupying the area previously used to accommodate the integral twin-barrelled GSh-23 23-mm cannon armament) to an external pod system known to house forward and oblique cameras plus infra-red linescan apparatus. Powered by a single Tumansky R-11 turbojet, all variants of the MiG-21R can also operate with wingtip-mounted electronic countermeasures pods.
More recently, the principal ‘Fishbed H’ reconnaissance derivative was the MiG-21RF which is essentially similar to the MiG-21MF in relying on the Tumansky R-13-300 engine offering greater power and featuring increased airflow despite being no larger. Sensor packages and equipment are probably the same as those incorporated in the earlier MiG-21R variant.

Other versions include the MiG-21U, MiG-21UM, and MiG-21US NATO code name Mongol two-seat operational trainer and the ‘Fishbed-K’ which had modifications to the airframe of the basic ‘MF’ type. The Mongol A was a conversion of the Fishbed C, while the Mongol B had broad chord fin of the later single seat variants.

The first of the third-generation types was the MiG-21bis ‘Fishbed-L’ with a stronger yet lighter airframe and updated avionics.

The 1987 final MiG-21bis ‘Fishbed-N’ has the 73.6kN-thrust Tumansky R-25 turbojet and provision for more modern weapons. Indian licence manufacture was scheduled to end early in 1987.
Also licence built in China as the Shenyang J-7 types (F-7 for export).

Code-named Mongol and called Type 66 in India, the U is the tandem trainer, the US has SPS flaps and UM the R-13 engine and four pylons. Many other versions have been used to set world records. About 10,000 MiG-21s have been built, and among users are Afghanistan, Algeria, Bangladesh, Bulgaria, China, Cuba, Czechoslovakia, Egypt, Finland, East Germany, Hungary, India, Indonesia, Iraq, North Korea, Poland, Romania, Syria, Vietnam and Yugoslavia.

In 1963 pilots assigned to test India’s MiG-21’s claimed to have reached mach 2. Previously rated at mach 1.7, this implied the USSR was supplying R37F engines estimated at 13,00 lb thrust with afterburner as used in the E-66 world speed record holder. The Indian government had asked USSR for other “modifications” and had received seven so far. Indian production was planned to begin by the end o 1965.

Over 15 variants were developed and more than 8000 aircraft were produced. Pakistan is still taking delivery of improved versions of the F-7, produced by China, to replace its Chinese F-6 aircraft (basically an improved version of the MiG-19). The MiG-21-93 is one of the upgrades for the Fishbed, especially Indian MiG-21s are or will be upgraded to this version. Also IAI introduced an upgrade package, called the MiG-21-2000, Elbit refurbished and updated Romanian MiG-21s to the MiG-21 Lancer standard.

Produced from 1959 to 1985, not including the Chengdu J-7 variant, 10,645 were produced in the USSR, 657 in India, and 194 in Czechoslovakia.

Gallery

Operators:
Russia, Afghanistan, Albania, Algeria, Angola, Azerbiajan, Bangladesh, Bulgaria, Burma, Cambodia, China, Congo, Croatia, Cuba, Czech Republic, East-Germany, Egypt, Ethiopia, Finland, Gunea , Hungary, India, Iran, Iraq, Kazakhstan, Laos, Lybia, Madagascar, Mali, Mongolia, Mozambique, Niger, North Korea, North Yemen, Pakistan, Poland, Romania, Slovakia, Sri Lanka, Sudan, Syria, Tanzania, Vietnam, Yugoslavia, Zambia, Zimbabwe

Variants:

MiG-21F (Fishbed-C)
Engine: Tumanski R37F (4500/6000kp)
Length: 44.16 ft / 13.46 m
Height: 14.764 ft / 4.5 m
Wingspan: 23.458 ft / 7.15 m
Wing area: 247.572 sqft / 23.0 sq.m
Max take off weight: 17088.8 lb / 7750.0 kg
Weight empty: 12017.3 lb / 5450.0 kg
Max speed: 1145 kts / 2120 km/h
Service ceiling: 57415 ft / 17500 m
Wing load: 69.09 lb/sq.ft / 337.0 kg/sq.m
Maximum range: 999 nm / 1850 km
Range (max. weight): 648 nm / 1200 km
Crew: 1
Armament: 1 MG 30mm, 2x Atoll A/AM

MiG-21FA
Engine: 1 x Tumansky single-shaft turbojet with afterburner
Wing span 23 ft 5½ in (7.15 m).

MiG-21FL
Engine: 1 x Tumansky R-11-G2S-300 single-shaft turbojet with afterburner, 13,668 lb (6200 kg)
Wing span 23 ft 5½ in (7.15 m)

MiG-21PF (Fishbed-D)
Radar inlet centrebody
Powerplant: one 60.00 kN (22,110 lb st) Tumanskii R-11 F2-300 turbojet with afterburning
Fuselage length 12.285m (40 ft 3½ in)
Height 4.806m (15 ft 9 in )
Wing span 7.154m (23ft 5½ in)
Take-off weight (clean) 7,750 kg (17,085 lb)
Max Take-Off Weight estimated 8,800 kg (19,400 lb)
Max level speed at 13,000m (42,650 ft) Mach 2.05 or 2,175 km/h (1,353 mph)
Max level speed at sea level Mach 1.2 or 1,300 km/h (809 mph)
Service ceiling 19,000m (62,320 ft)
Armament: 2 R-13R (AA-2 Atoll) IR air-to-air missiles or two rocket pods, with each up to 16 57mm unguided rockets, carried on two underwing pylons and one 490 liter (129 gal) drop tank carried on the centre line

MiG-21PFS (Fishbed-E)
Engine: 1 x Tumansky R-11-G2S-300 single-shaft turbojet with afterburner, 13,668 lb (6200 kg)
Wing span 23 ft 5½ in (7.15 m).

MiG-21PFM (Fishbed-F)
Blown flaps
Engine: 1 x Tumansky R-11-G2S-300 single-shaft turbojet with afterburner, 13,668 lb (6200 kg)
Wing span 23 ft 5½ in (7.15 m).

MiG-21M/S/R/RF (Fishbed-H)
Tactical reconnaissance

MiG-21PFMA (Fishbed-J)
Type: single-seat fighter
Engine: 1 x Tumansky R-11-G2S-300 single-shaft turbojet with afterburner, 13,668 lb (6200 kg)
Wing span 23 ft 5½ in (7.15 m).

MiG-21 Fishbed K
Engine: 1 x Tumanski R-13-300, 14,550 lb / 6600 kg thrust
Empty weight: 12,302 lb / 5580 kg
Wingspan: 23 ft 5.5 in / 7.15 m
Length: 51 ft 8.5 in / 15.76 m
Height: 13 ft 5.5 in / 4.10 m
Wing area: 247.6 sq.ft / 23.0 sq.m
MTOW: 20,723 lb / 9400 kg
Speed: 1385 mph / 2230 kph
Ceiling: 50,000 ft / 15,250 m
Range: 460 mi / 740 km
Bombload: 3307 lb / 1500 kg
Armament: 1 x 23mm GSh-23L cannon
Seats: 1

MiG-21PFMA
Engine: Tumanski R-11F2S-300, 13,668 lb.
Wingspan: 23 ft 5.5 in / 7.15 m
Length: 51 ft 8.5 in / 15.75m
MTOW: 20,725 lb / 9400 kg
Max speed: 1335 mph / 2150 kph
Ferry range: 1118 sm / 1800 km
Armament: 1 x 23 mm cannon (200 rds), up to 2000 kg external load.

MiG-21M
Engine: 1 x Tumansky single-shaft turbojet with afterburner
Wing span 23 ft 5½ in (7.15 m)

MiG-21MF Fishbed-J
Engine: 1 x Tumansky R-13-300 single-shaft turbojet with afterburner, 14,550 lb (6600 kg)
Wing span 23 ft 5½ in (7.15 m)
Length (excluding probe): 48 ft ½ in (14.6 m)
Height: 14 ft 9 in (4.5 m)
Empty wt: 12,346 lb (5600 kg)
MTOW: 21,605 lb (9800 kg)
Maximum speed: 1,285 mph (2070 km/h, Mach 2.1)
Initial ROC (clean): 36,090 ft (11,000 m)/min
Service ceiling: 59,050 ft (18,000 m)
Range (high, internal fuel): 683 miles (1100 km)
Maximum range (high, three tanks) 1,118 miles (1800 km)

Mikoyan Gurevich OKB MiG 21 MF
Engine: Tumanski R-11, 637650 N / 65000 kp
Length: 45.932 ft / 14.0 m
Height: 14.764 ft / 4.5 m
Wingspan: 23.458 ft / 7.15 m
Wing area: 247.572 sqft / 23.0 sq.m
Max take off weight: 20727.0 lb / 9400.0 kg
Max speed: 1204 kts / 2230 km/h
Wing load: 83.85 lb/sq.ft / 409.0 kg/sq.m
Range: 972 nm / 1800 km
Crew: 1
Armament: 2x MG 23mm/100rds, 2-4 Atoll o. 1000kg / 4 St.

MiG-21SMT/SMB (Fishbed-K)

MiG-21bis-A (Fishbed-L)
Engine: Tumansky R37F (4500/6000kp)
Wing span: 23 ft 5.5in (7.15 m)
Length: 45.932 ft / 14.0 m
Height: 14.764 ft / 4.5 m
Wing area: 247.572 sqft / 23.0 sq.m
Max take off weight: 19514.3 lb / 8850.0 kg
Weight empty: 12017.3 lb / 5450.0 kg
Wing loading: 78.93 lb/sq.ft / 385.0 kg/sq.m
Max speed: 1145 kts / 2120 km/h / M 2.11.
Initial climb rate: 29527.56 ft/min / 150.00 m/s
Service ceiling: 57415 ft / 17500 m
Range: 999 nm / 1850 km
Crew: 1
Armament: 2x ext. 500kg zB 2x Atoll A/A

MiG-21bis-B (Fishbed-N)
Powerplant: one 69.61 kN (25,650 lb st) Tumanskii R-25-300 turbojet with afterburning
Fuselage length 12.285m (40 ft 3½ in)
Height 4.10m (13 ft 5½ in)
Wing span 7.154m (23ft 5½ in)
Take-off weight (clean) 8,725 kg (19,235 lb)
Max Take-Off Weight 10,400 kg (22,925 lb)
Max level speed at 13,000m (42,650 ft) Mach 2.05 or 2,175 km/h (1,353 mph)
Max level speed at sea level Mach 1.4 or 1,450 km/h (902 mph)
Service ceiling 17,800m (58,400 ft)
Armament: one 23mm GSh-23L two-barrel cannon with 200 rounds; 1500 kg (3,307 lb) of disposable stores, Hardpoints: five (including centre line)

MiG-21bisF Fishbed N
Single seat multi-role fighter
Engine: Tumanskii R-25, 16,535 lb / 7500 kg
Wingspan: 23 ft 5 in / 7.15m
Height: 13 ft 5 in / 4.10 m
Wing area: 247.58 sq.m / 23.00 sq.m
Empty weight: 22,464 lb / 5200 kg
Max TOW: 17,549 lb / 7960 kg
Max speed: 1385 mph / 2229 kph / M2.1 at 36.090 ft / 11,000m
Iniial rate of climb: 57,900 fpm / 17,675 m/min
Service ceiling: 50,030 ft / 15,250m
Eange: 721 miles / 1160 km
Armament: 1 x 23mm twin barrel cannon
Bombload: 4409 lb / 2000 kg

MiG-21R
Type: single-seat reconnaissance
Wing span 23 ft 5½ in (7.15 m).

MiG-21RF
Type: single-seat tactical reconnaissance aircraft
Powerplant: one Tumansky R- 3-300 turbojet, 6600-kg (14,550-1b) afterburning thrust
Maximum speed at sea level 1300 km/h (810 mph) or Mach 1.06
Maximum speed at altitude 2230 km/h (1,385 mph) or Mach 2.1
Service ceiling 17500 m (57,400 ft)
Range with maximum fuel 1670 km (1,038miles)
Maximum take-off weight 9400 kg (20,723 lb)
Wimgspan 7.15 m (23 ft 5 ½ in)
Length 15.76 m (5 1 ft 8 ½ in)
Height about 4.06 m (13 ft 4 in)
Wing area 23.00 sq.m (247.6 sq ft).

MiG-21U (Mongol-A)
Type: two-seat trainer
Wing span: 7.2m (23 ft 6 in).

MiG-21US Mongol-B
Engine: 1 x Tumansky single-shaft turbojet with afterburner
Wing span 23 ft 5½ in (7.15 m).

MiG-21UM Mongol-B
Engine: 1 x Tumansky single-shaft turbojet with afterburner
Wing span 23 ft 5½ in (7.15 m).

MiG-21-93

Xian Aircraft / Shenyang J-7 (F-7)

Xian Aircraft / Shenyang J-7 II (F-7B)

Xian Aircraft / Shenyang J-7 III

Xian Aircraft / Shenyang F-7M

Xian Aircraft / Shenyang F-7P

S-107
Engine: 1 x Tumansky R-11-F2-300 single-shaft turbojet with afterburner, 13,120 Ib (5950 kg)
Wing span: 23 ft 5½ in (7.15 m)

The I-310(S) was designed to meet a March 1946 requirement for a high-altitude day interceptor. The Mikoyan/Gurevich, Lavochkin and Yakovlev design bureau competed for the production contract, striving to meet the specification of a Mach 0.9 top speed, high rate of climb to 10000 m (32800 ft), good manoeuvrability at this height and above, a minimum of one hour’s duration and cannon armament, combined with simplicity of design and operation.

The need for a near sonic speed demanded the adoption of wing sweep, and the design team was able to draw on the expertise of Gurevich himself, in addition to other work carried out by Russian and German engineers. A swept forward wing layout was examined but discarded in favour of the swept back solution. The aircraft was designed around the RD-10A turbojet of 1000 kg (2205 lb) thrust, based on the German Jumo 004. A Russian designed powerplant with twice the thrust was in the pipeline and was expected to become available within a year, but the Anglo Soviet trade agreement of 1946 offered a more attractive possibility.
The trade pact included the supply of 25 Rolls Royce Nene turbojets, most of which were allocated to the Klimov engine design bureau or to research establishments. One was supplied to the Mikoyan/Gurevich team and the MiG 15 was redesigned to accommodate the fatter Nene, which had a centrifugal compressor compared with the axial unit or the Russian engine under development, and which also produced greater thrust. The Rolls-Royce Nene immediately went into production at No 45 production factory in Moscow, designated RD-45 after the factory.

Mikoyan-Gurevich MiG-15 Article

The layout involved air fed from a bifurcated nose intake via four ducts which passed either side of the cockpit and then over and under the unbroken wing centre section. The wing, of almost parallel chord, was swept back by 35 degrees at the leading edge and was built up from two main spars skinned with light alloy. The upper surfaces carried two full chord fences on each side and large Fowler flaps, set at 20 degrees for takeoff and 55 degrees for landing, were attached to the wing, just forward of the trailing edge. The ailerons were the only power operated aerodynamic controls.

The circular section fuselage was constructed in two halves which could be separated by means of quick release bolts at the attachment point for the rear wing spar, exposing the complete engine for maintenance. Air brakes were fitted on either side of the rear fuselage. The tailplane was swept back by 40 degrees and its incidence could be adjusted manually before takeoff. Two fuel tanks in the rear fuselage carried 90 litres (19.8 Imp gal) each, but the majority was contained in a 1225 litre (269 Imp gal) tank fitted between the wing spars. The undercarriage had a wide track 4 m (13 ft 1.5 in) to allow operation from rough fields; the levered suspension mainwheels retracted inwards to lie within the fork of the front main spar.

Navigation, communication and fire-control equipment was extremely simple but this solution proved to be the correct solution when the type was blooded in combat. A gyro gunsight (copied from the British GGS Mk 2) with a maximum range of 800 m (875 yards) was used to aim the two 23 mm (0.90¬in) NS 23 cannon mounted in a pack under the nose. This arrangement was later replaced by a single 37 mm (1.46 in) N 37 cannon with 40 rounds on the right hand side and a pair of NS 23s with 80 rounds each on the left. The wing hardpoints were stressed to carry up to 500 kg (1102 lb) of bombs, although two weapons of 100 kg (220 lb) each were more usual, and rockets were also fitted. Alternatively, auxiliary fuel tanks could be carried to increase endurance.

It seems likely that the first prototype of the MiG-15, designated I 310, made its maiden flight in July 1947, but crashed during low speed trials. Several design changes were introduced as a result, including the adoption of 2 degrees of wing anhedral in place of the dihedral layout, installation of wing fences and several changes to the back end. The rear fuselage was shortened and the jet pipe cut back to reduce the amount of engine power being lost, the tailplane was removed from the top of the fin and repositioned two thirds of the way up, and the fin itself was swept back by 56 degrees. The first of two replacement prototypes, the S-01, was flown on 30 December 1947. As the I 350 prototype, it flew for the first time in September 1953.

The revised design was far from perfect – it tended to enter a spin from a tight turn, necessitating the fitting of recovery rockets but it was apparent that the layout was basically sound. The Mikoyan/Gurevich team had six months’ headway over their competitors, and this proved decisive, although both the La 168 and Yak 30 proceeded to the flight-test stage and the former entered limited production.

Reverse engineering of the Nene by Vladimir Klimov’s bureau had paralleled design development of the I-310, and as the RD-45 of 4,850 lb st (2 200 kgp), this engine powered the initial series fighter, which, as the MiG-15, was cleared for production in March 1948 (NATO Fagot), the first pre-series aircraft being delivered to the NII for evaluation seven weeks later, on 10 May.

Early production MiG-15s powered by the RD 45, copied from the Nene, reached the squadrons before the end of 1948. The RD 45F (Forsirovanny, meaning boosted), uprated from 2200 kg (4850 lb) to 2270 kg (5000 lb) thrust for take¬off, soon replaced the earlier powerplant at an early production stage. Armament comprising one 37-mm N-37 and two 23-mm NS-23KM cannon.

Production under licence was begun in Poland as the LlM-1 and in Czechoslovakia as the S-102.

Variants of the RD-45F-powered fighter included the MiG-15PB escort fighter with two 132 Imp gal (600 lt) underwing slipper tanks, the MiG-15P with a pre-series Izumrud (Emerald) radar and the MiG-15SV with faster-firing NR-23 cannon, none of these being built in quantity.

A structural reappraisal of the basic MiG-15 resulting in a 198 lb (90 kg) weight reduction, minor aerodynamic changes, upgraded equipment and a Klimov-developed VK-1 turbojet (origi¬nally designated RD 45FA) rated at 5,952 lb st (2 700 kgp) for takeoff, or 3000 kg (6615 lb) with water injection produced the MiG-15SD flown in September 1949. With some further changes (which in¬cluded modifications to the ailerons and air brakes) this was placed in production in the following year as the MiG-15bis. The engine’s external dimensions remained the same, but the mass flow was increased and the larger diameter hot end resulted in dry weight rising from 870 kg (1918 lb) in the RD 45 to 875 kg (1930 lb) in the VK 1. Fuel capacity was increased by 160 litres (35 Imp gal) and improved equipment was fitted. Perforated flaps were therefore adopted to save airframe weight, offsetting increases in other areas. Late production models of the MiG-15bis, which was the variant built in the largest numbers, carried 23 mm (0.90 in) NR 23 revolver cannon in place of the slow firing NS 23s. Polish and Czech versions were designated LIM-2 and S-103.

The MiG 15bis was followed by the two seat MiG-15UTI, code¬named Midget, with the instructor sitting behind and slightly above his pupil. Some fuel capacity was sacrificed, and the top speed dropped slightly. The principal production version of the basic design, with several thousand being built until late 1951, plus others licence-built in Czechoslovakia and Poland (as the LIM-3).

The MiG-15bis standardised on an armament of two 23-mm NR-23 cannon and one 37-mm N-37 cannon.

Limited all-weather versions with Izumrud radar included the MiG-15SP-1 and SP-2. The two seater was also used for ejection seat experiments and formed the basis of the SP 5, the first all-weather fighter variant. An Izumrud (Emerald) fire control radar (NATO code name Scan Fix) was fitted, the antenna being mounted in a bullet fairing in the centre of the intake splitter. A complementary ranging radar was installed in the top lip of the intake. The definitive all weather fighter variant, the MiG-15P, was, however, a single seater derived from the MiG-15bis.

Other experimental models were the MiG-15SU for ground attack and featuring a pack containing cannon angled to fire downward, the MiG-15bisSB (ISh) intended for the shturmovik role and the MiG-15bisS escort fighter with 132 Imp gal (600 1t) slipper tanks, reduced armament and other changes.

A reconnaissance version, the MiG-15bisR with full armament and fitted with a single nose mounted vertical camera below the gun magazines was developed for high altitude sorties over Korea and was additionally employed in Europe.

A further variant was the MiG-15SB, which had twin beams extending from the wing leading edges to carry two 100 kg (220 1b) bombs, eight 55 mm (2.16 in) rockets or auxiliary fuel tanks. Rockets were fitted to reduce the takeoff run and a braking parachute similarly shortened the landing roll.

Production in the Soviet Union ended in 1953.

On 10 March 1953, five days after a Polish pilot had defected with his MiG-15 to the Danish island of Bornholm, two Czechoslovakian MiGs attacked two American F-84G Thunderjets over Regensburg in Bavaria. One of the Thunderjets was shot down by the 23mm and 37mm cannon of one of the MiGs. The pilot ejected safely over Czechoslovakian territory.

The last RB-29 was shot down by two MiG-15s above the east coast of Hokkaido, Japan, on 4 September 1954. The aircraft allegedly flew over Soviet territory on the Pacific coast, according to the Sovies. Ten or elevel of the crew survived.

One of the most widely used jet fighters of all time, the MiG-15bis was also manufactured in China (as the Shenyang F-2, and the MiG-15UTI as the Shenyang FT-2), Czechoslovakia (Mig-15bis as the Aero Vodochody S-103 and the Mig-15UTI as the CS-102) and Poland Czechoslovakia (Mig-15bis as the PZL-Mielec Lim-2 and the Mig-15UTI as the SBLim-1) in considerable numbers and it is known to have served with close to 30 air arms throughout the world as a front-line fighter and as an advanced trainer.

Large numbers (over 1,000) of early versions were supplied to China and North Korea, entering combat in 1951. No Allied fighter could stay with it and even the technically superior F-86 had inferior climb, ceiling and high-altitude turn radius. Many thousands (14,000+) of all versions were built, and the MiG-15 remained an invaluable aircraft for air forces with little jet experience, being supplied to at least 18.

The MiG 15 took part in the first ever all jet air combat when one was destroyed by a Lockheed F 80 Shooting Star of the US Air Force over Korea on November 7, 1950, some six days after the Russian type was deployed to that theatre. The Soviet aircraft was more manoeuvrable and had a higher ceiling than its US adversaries, and the slow ¬firing but hard hitting cannon carried a heavier punch than the machine guns of the opposing fighters. The USAF’s response was to introduce the North American F 86A Sabre, which scored its first MiG kill on December 17, 1950. The North Korean and Chinese pilots could not hope to match the experience of their adversaries, and on May 20, 1951, Capt James Jabara bagged his fifth and sixth MiG 15s to become the first jet ace. The USAF alone claimed 792 MiG 15s destroyed over Korea, while the US Navy also notched up a creditable score, bringing the claimed kill to loss ratio to about 12:1.

Gallery

MiG-15
Engine: 1 x Klimov RD-45F, 5,005 lb st (2270 kgp)
Max speed, 648 mph (1043 km/h) at 9,845 ft (3000 m)
Max initial climb, 8,268 ft/min (42 m/sec)
Range (clean), 882 mls (1 420 km) at 236 mph (380 km/h) at 39,370 ft (12 000 m)
Empty weight, 7,456 lb (3 382 kg)
Loaded weight (clean), 10,595 lb (4 806 kg)
Span, 33 ft 1 in (10,08 m)
Length, 32 ft 1¼ in (10,04 m)
Height, 12 ft 1 2/3 in (3,70 m)
Wing area, 221.75 sq ft (20,60 sq.m).

Engine: 1 x VK-1 turbo-jet, 26.5kN / 5950 lb
Wingspan: 10.1 m / 33 ft 2 in
Wing area: 20.6 sq.m / 221.74 sq ft
Length: 10.1 m / 33 ft 2 in
Height: 3.7 m / 11 ft 2 in
Empty weight: 13,249 lb
Max take-off weight: 4960 kg / 10935 lb
Max. speed: 1076 km/h / 669 mph
Max ROC: 19,400 fpm
Ceiling: 16000 m / 52500 ft
Range w/max.fuel: 2000 km / 1243 miles
Range w/max.payload: 1400 km / 870 miles
Armament: 1 x 37mm cannon, 2 x 23mm machine-guns, 400kg of bombs or missiles
Crew: 1

MiG-15P
Equipment: Izumrud (Emerald) radar.

MiG¬-15PB
Type: escort fighter
Fuel cap: two 132 Imp gal (600 1t) underwing slipper tanks

MiG-15SV
Armament: faster-firing NR-23 cannon

MiG-l5bis
Powerplant: one 2700-kg (5,952-lb) thrust Klimov VK-1 turbojet / later models one 6990-lb thrust Klimov VK-1A turbojet.
Maximum speed 1100 km/h (684 mph) at 12000 m (39,370 ft)
Initial climb rate 3500 m (11,800 ft) per minute
Service ceiling 15550 m(51,015 ft)
Ferry range 2000 km (1,242 miles)
Empty weight 3400 kg (7,495 lb)
Maximum take-off 5785 kg(12,756 lb)
Wingspan 10.08 m (33 ft 0¾ in)
Length 11.05 m (36 ft 3¼ in)
Height 3.40 m(11 ft 1¾ in)
Wing area 20.60 sq.m (221.7 sq.ft)
Armament: one 37-mm NR-37 cannon and two 23-mm NR-23 cannon, plus up to 1000 kg (2,205 lb) of external stores.

MiG-15Bis (SD)
Max speed, 692 mph (1114 km/h) at 7,220 ft (2 200 m)
Time to 16,405 ft (5 000 m), 2.1 min.
Range (clean), 826 mls (1330 km)
Empty weight, 8,115 lb (3 681 kg)
Loaded weight (clean), 11,175 lb (5069 kg)
Span, 33 ft 1 in (10,08 m)
Length, 35 ft 7½ in (10,86 m)
Height, 12 ft 1 2/3 in (3,70 m)
Wing area, 221.75 sq ft (20,60 sq.m)
Armament: two 23-mm NR-23 cannon and one 37-mm N-37 cannon.

Engine one 7,452-lb Klimov VK- 1F turbojet
Gross wt. 12,000 lb
Empty wt. 8,115 lb
Max speed 668 mph
Range 450 nm
Ceiling 50,855 ft
Seats 1-2.

MiG-15UTI
Engine: LIS-2, 5500 lb thrust.
Fuel cap: Internal: 1000 lt, external 2 x 400 lt.
ROC: 6000+ fpm.
Service ceiling: 48,000 ft.
Loading: Clean, +8g, With drop tanks full, +4g.
Max speed: 570 kts (M 0.92), with drop tanks, 430 kts.
Stall: 110-103 kts.

MiG-15UTI
Type: Two seat fighter/trainer
Engine: One Klimov RD-45 turbojet, 5,005 lbs thrust
Empty weight: 7,900 lb
Loaded weight: 10,935 lb
Wing Span: 33 ft 1 in
Length: 33 ft 2 in
Height: 12 ft 2 in
Ceiling: 50,580 ft
Speed: 668 mph
Range: 1,225 miles (ferry)
Armament: 2 x 23mm cannon, 1 x 37 mm cannon, 2 x 100 kg bombs or rockets