Developed in the years immediately following World War II, the MiG-15bis was a first-generation jet fighter designed by the Mikoyan-Gurevich design bureau of the Soviet Union. The MiG-15bis is a single engine, swept-wing jet that saw over 15,000 copies produced. The MiG-15 gained fame in the skies over Korea where it battled the F-86 Sabre and other allied aircraft. It proved an excellent match to the Sabre, and it often came down to the skill of the pilot that determined who made it home and who was left dangling from a parachute. Having an excellent thrust-to-weight ratio and good climbing characteristics, the MiG-15bis was also armed with two NR-23 23mm cannons and a single, powerful N-37 37mm cannon. Not surprisingly, it is considered by many as one of the deadliest fighters of the era.
The MiG-15bis is equipped with a 28.5 VDC single-circuit electrical power system. Power sources include a single 12A-30 battery and a ГСР-3000 (GSR-3000) generator with a 3.0 kW power output capacity. Both power sources are connected to a single bus.
Because the airplane is not equipped with an AC power system, each consumer requiring AC power is equipped with an individual inverter (115 V and/or 36 V).
In case of generator failure, the battery supports aircraft flight in daytime and in cloudy conditions for 24-26 minutes or 20-23 minutes at night.
The utility hydraulic system provides:
The lateral control hydraulic system is designed to reduce the stick forces required for lateral flight control (roll). The system is completely independent from the utility hydraulic system (separate hydraulic tank and pump). The system supplies hydraulic fluid to the hydraulic booster under constant pressure to actuate aileron control.
In the 1950s the concept of an aircraft's flight control system included not only controls associated with pitch, roll, yaw, and engine control (stick, pedals, throttle, trimmers), but also flap and airbrake controls.
The flight control system includes cockpit controls, associated control surfaces, and the linkages between them.
Elevator (pitch) control: accomplished by pushing and pulling the flight control stick forward and aft (pulling aft in the image below):
Elevator trim control: accomplished using the elevator trim control switch on the left side of the cockpit via an electrical trim control motor installed in the stabilizer spar.
Aileron (roll) control: accomplished by deflecting the flight control stick to the left or right (left in the image below):
Aileron trim control: accomplished using the aileron trim control switch via an electrical motor installed in the left wing rear beam.
Rudder (yaw) control: accomplished by pushing the left or right pedal (for left or right yaw, respectively) (left pedal application shown in image below):
Forward pedal travel is limited to 29° from the neutral position. At this limit, rudder deflection amounts to 20°.
Flap control: accomplished using the flap control handle arranged vertically at the rear of the left cockpit console:
The flaps are installed on the wings between the ailerons and the fuselage. Flaps are extended to their maximum position of 55° when landing. For takeoffs, flaps are set to the intermediate (takeoff) position of 20°.
Airbrake control: The airbrake can be extended either by pressing the airbrake button on the control stick (for short use while the button is held down) or setting the airbrake switch on the left cockpit console to the OPEN (forward) position for longer use (for example when diving).
The airbrakes open to an angle of 55°±1°. Movement of the airbrakes from the closed position is indicated by the airbrake caution light on the left cockpit console, which is connected to a microswitch on the right airbrake paddle.