The MiG-15 is a highly-capable clear-weather interceptor and light ground attack aircraft that saw much action in both the Korean and Vietnam Wars. Known as “Fagot” to NATO and “Type 15” to the USSR, it was the first swept-wing jet fighter to come out of the Mikoyan-Gurevich stable in the late 1940s. The MiG-15 served in large numbers during the 1950-53 Korean War, where its maneuverability and high transonic speed made it superior to all UN aircraft except the F-86 Sabre. The MiG-15 is credited with the first ever air-to-air jet kill, downing a USAF F-80C Shooting Star on November 1, 1950.
The DCS variant is the improved MiG-15bis ("second") type, which entered service in 1950 with a Klimov VK-1 engine giving it an effective top speed of Mach 0.92 (685 mph)
A powerful 37mm autocannon in the lower right fuselage (40 rounds total) and 2 × 23mm autocannon in the lower left fuselage (80 rounds per gun, 160 rounds total) give the MiG-15bis tremendous punch. In the secondary light ground attack role, the Fagot can also carry 100 kg bombs or rocket pods on its twin underwing hardpoints.
On 23 October 1951, 56 MiG-15bis intercepted nine B-29 Superfortresses escorted by 34 F-86 Sabres and 55 F-84E Thunderjets. Despite being outnumbered, the Soviet-piloted MiG-15s shot down/and or seriously damaged eight B-29s and two F-84Es, losing only one MiG in return, leading the Americans to call that day "Black Tuesday".
Some 18,000 MiG-15s were built and served in every nation under the Soviet sphere of influence during the Cold War and on into the 21st century. Battle the equally superb DCS: F-86 Sabre and see who comes out on top.
DCS: MiG-15bis is a simulation of the Soviet Union's vanguard jet fighter and one of the most mass-produced jets in history – the Mikoyan-Gurevich MiG-15. The MiG-15 gained fame in the skies over Korea where it battled the American F-86 Sabre and other allied aircraft during the Korean War (1950-1953). The MiG-15's appearance in Korea became known as the "Korean surprise" due to its unexpected combat effectiveness. From late December 1950 up to the end of war in July 1953, the MiG-15 proved to be the primary aerial opponent of the equally distinguished F-86 Sabre.
The MiG-15 is a swept-wing jet fighter developed by the Mikoyan-Gurevich experimental design bureau (OKB) in the late 1940s, entering service with the Soviet Air and Air Defense Forces in 1949. The aircraft has an extensive combat history that includes several conflicts apart from the Korean War, including the Arab-Israeli wars. Thanks to its high reliability, remarkable performance, ease of flight training and operations, the MiG-15 remained in service with the USSR for nearly 20 years and in foreign service until 2006 (Albanian Air Force[source])! Apart from fighter missions, it was used as a reconnaissance aircraft, target aircraft and prototype for a variety of weapons and systems tests. The following modifications of the MiG-15 have been produced: MiG-15, MiG-15S, MiG-15PB, MiG-15bis, MiG-15Rbis(SR), MiG-15S6IS(SD-UPB), MiG-15UTM, MiG-15P UTI, MiG-15M. In total, over 15,000 of these aircraft were manufactured (almost twice as many as the American counterpart, the Sabre). The aircraft is armed with three cannons (two 23 mm and one 37 mm) and can be further armed with two 100 kg bombs.
The MiG-15bis model featured in the simulation is an upgraded model from the original, powered by the more powerful Soviet-produced VK-1 engine in place of the original British Rolls Royce Nene-I (II).
The DCS: MiG-15bis model developed by the experienced team at Belsimtek (BST) is a virtual reproduction of the famous aircraft. The exterior, cockpit and operation of all aircraft systems have been thoroughly simulated. Following in the footsteps of previous BST models, the engine and flight models demonstrate performance dynamics that very closely match those of the real aircraft. The armament system, including cannon and bombing systems, is modeled accurately in full operational detail. An in-depth design of each aircraft system was the focus behind the modeling effort, leading to complex and dynamic interdependencies between systems. This complex modeling approach produces a virtual, "breathing" aircraft and helps to immerse the player in the simulation environment and the military machine under his control. Particular attention was paid to capturing the audio environment of the MiG-15 pilot, guided by the principle: "if the sound exists in the real MiG, then it must be present in our simulation!"
Given the chance, real world pilots have shown uncharacteristic enthusiasm when flying BST's MiG-15bis. The aircraft is forgiving (both in reality and in our simulation) and is much easier to takeoff and land than propeller-driven aircraft. This means the model will not be difficult to master even for beginners. Despite the "hardcore" depth of flight, engine and systems simulation, the design team focused on further increasing, compared to previous BST products, assistance for beginner pilots – starting from entering the cockpit and throughout the entire flight (described further below).
The relative ease of flight control, in particular during takeoff and landing, high flight speeds, and most importantly lack of overly complex aircraft systems to master – all generate an atmosphere of the true romance of a military pilot. It is personal skill and not the sophistication of systems and missiles that determine the victor in this generation of dogfighters. Mastering such aircraft is a matter of determination and effort, as well as a cause for personal pride of achievement!
We are confident that the care and dedication invested by every member of the BST team in this simulation will provide players with real enjoyment when strapping into the MiG-15bis - from the first takeoff run to the pinnacle of mastering this legendary aircraft. As always, we are excited to take part in the exploration of combat aviation history, its engineering and human accomplishments, and above all to take like-minded enthusiasts along for the ride in this virtual MiG-15bis!
The MiG-15bis cockpit model is created to the highest standards set by BST – maximum accuracy. The model is based on the MiG-15bis modification equipped with the OSP-48 instrument approach system, i.e. with additional radio navigation equipment. Cockpit indicators, instrument panel, control panels, flight controls and individual cockpit elements are covered with high resolution textures and corresponding animations.
The cockpit is a true 3D environment with six degrees of freedom (6DOF) for the camera, allowing the player to move freely, within limits, in the cockpit space to see or reach as required. The point of view can be controlled in all six degrees by the keyboard, mouse, and external view control devices such as TrackIR or Oculus Rift.
To ease the learning curve, each cockpit control element is provided with a pop-up hint activated by a mouse-hover over the control.
To assist the virtual pilot with overcoming the inherent limitations of simulated flight control, the MiG-15bis kneeboard includes a special systems status page that displayed current status of key aircraft and weapons systems as well as the keyboard shortcuts to adjust them.
Additionally, the BST MiG-15bis is the first DCS module to introduce a new AI Helper feature, which reminds players about important steps in case they are missed during start-up or flight.
DCS: MiG-15bis features an accurate and highly detailed 3D model of the aircraft with a variety of historically accurate high resolution liveries. Multiple-texture maps, normal maps and specular maps are used to achieve a variety of special effects. All moving control surfaces are correctly modeled and animated.
| Aircraft | Unit | MiG-15bis |
|---|---|---|
| Normal crew | per acft | 1 |
| Operational characteristics | ||
| Max allowable gross | lbs / kg | 13459 / 6105 |
| Basic weight | lbs / kg | 7892 / 3580 |
| Useful load (with pilot 100kg) | lbs / kg | 2983 / 1353 |
| Weight with payload for normal mission | lbs / kg | 11120 / 5044 |
| Fuel usable capacity internal (0.83 kg/l) | lbs/gal // kg/l | 2584/373 // 1172 / 1412 |
| Normal cruise speed (for max range at 10.000m, gross weight 4.600-4.900kg) |
indicated air speed (IAS) kts / kmh |
243-254 / 450-470 |
| Fuel consumption rate (for loiter at 10.000m, 350 kmh IAS, gross weight 4.600-4.900kg, fuel density 0.83 kg/l) | lbs/h // kg/h | 1464 // 664 |
| Maximum speed at sea level, true air speed (TAS) | kts / kmh | 581 / 1076 |
| Maximum speed at 10.000m (33.000 feet) |
TAS kts / kmh |
535 / 990 |
| Service ceiling (for take-off weight 5044kg) | ft / m | 51016 / 15550 |
| Time of climb altitude up to 5000m (at 11.560rpm and 680-560 kmh TAS) | m/min | around 2min |
|
Maximum rate-of-climb (at 11.560rpm): at 1000m altitude at 5000m altitude |
m/min // maximum lift-to-drag ratio airspeed, TAS kmh |
2790 // 710 2100 // 710 |
| Maximum range (w/o drop tank), altitude 10.000m, 450-470 kmh IAS | nm / km | 648 / 1200 |
| Maximum range (with drop tank 300L), altitude 10.000m, 460-480 kmh IAS | nm / km | 944 / 1749 |
| Maximum range (with drop tank 600L), altitude 10.000m, 440-460 kmh IAS | nm / km | 1199 / 2220 |
|
Maximum endurance (w/o drop tank): altitude 10.000m, 330-350 kmh IAS altitude 5.000m, 330-350 kmh IAS |
hour.min |
2.05 1.45 |
| Maximum maneuvering load factor | G | 8 |
| Ultimate load factor | G | 12 |
| Dimensions | ||
| Length | ft-in / m | 32.94 / 10.04 |
| Width (wing span) | ft-in / m | 33.07 / 10.08 |
| Height to fin | ft-in / m | 12.14 / 3.7 |
| Wing sweep | deg | 35 |
| Main wheel track | ft-in / m | 12.5 / 3.81 |
| Main wheel base | ft-in / m | 10.43 / 3.18 |
| Weapons | ||
| 23mm guns: machine gun 23mm caliber | number guns x number rounds | 2 x 80 |
| 37mm guns: machine gun 37mm caliber | number guns x number rounds | 1 x 40 |
| Bombs | Number x caliber (kg) | 2 x 100kg |
The primary mission of the MiG-15bis is destruction of airborne targets, including hostile fighter aircraft. However it can be used for limited ground attack operations using onboard cannon systems or two 100 kg bombs.
The armament system includes cannon systems, bombing system, ASP-3N automatic gunsight, S-13 gun camera, cockpit armoring, and signal flares.
- cannon armament (1 x 37 mm N-37D; 2 x 23 mm NR-23);
- 1 x 100 kg bomb carried on each wing;
- ASP-3N automatic gunsight.
Unlike the original MiG-15, the MiG-15bis model is powered by the Soviet-produced VK-1 engine in place of the Rolls-Royce Nene I (II). The engine produces 2700 kg (5950 lbs) of static thrust.
The VK-1 engine model in DCS: MiG-15bis is created as a gas flow chamber, the dynamic specifications for which are determined in real time by a complex system of supporting individual models of primary powerplant elements like the air intake, centrifugal compressor, combustion chambers, compressor turbine, exhaust. The model also includes the fuel supply system and its operational characteristics. Together, these individual model elements combine to provide the following important engine operation specifics:
The engine fuel control system provides atomized fuel to the combustion chambers as required to ensure normal engine operation. Fuel flow is provided by fuel pumps according to throttle position set by the pilot in the cockpit, while actual fuel supply to the engine is metered main fuel regulator.
The airplane fuel system is designed to store onboard fuel and provide fuel supply to the engine through the fuel control system.
The fuel system consists of two main tanks with a total capacity of 1410 L. The forward tank has a capacity of 1250 L; the rear tank 160 L. The rear tank is constructed of two separate, interconnected containers of 80 L each. The fuel quantity is displayed by the fuel quantity gauge (6) installed on the forward tank, however the gauge only displays up to 1050 L.
A fuel warning light illuminates in the cockpit when remaining fuel quantity reaches 300 L.
Two drop tanks with a capacity of 300, 400, or 600 L can be carried on the wings.
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.
The environmental control system is used to provide the pilot with normal environmental conditions (cockpit temperature and pressure) when performing flights at all operational altitudes. The ECS consists of the air supply and auxiliary ventilation subsystems.
Air is supplied to the cockpit from the engine compressor (5). Warm air from the engine compressor is fed through the air filter (7) and one-way valve (4) to the cockpit air supply valve (2) and further to the blowing duct (1), located under the front windshield and along the canopy sides. The purpose of the blowing duct is to use air flowing into cockpit for windshield and canopy defogging.
Cockpit air is supplied from the engine compressor only. Hot and cold air generation is achieved by splitting a common pipeline into two parts and selectively insulating only one of them.
The cockpit air supply valve is an element of both the air supply and pneumatic systems. It is a cylindrical plug valve, which the pilot can use to regulate (control) the cockpit air supply.
The cockpit air supply valve is connected to the cockpit pressurization line, which supplies air at a pressure of 2.9±0.2 kg/cm2 into cockpit pressurization hose (from the pneumatic system).
Auxiliary ventilation system
The MiG-15bis is equipped with an auxiliary ventilation system (12), which can be used by the pilot to ventilate the cockpit when flying at low altitudes in hot outside temperatures. In the simulation, the auxiliary ventilation system can be used to ventilate out cockpit smoke in case of fire (WIP).
Correct use of the environmental control system is an important part of flight operational safety and failure to configure the related controls properly can lead to the pilot's loss of consciousness and canopy fogging (WIP).
The pneumatic system consists of the main and emergency pneumatic systems:
The main pneumatic system provides:
The emergency pneumatic system provides:
The fire extinguishing system is designed to extinguish a fire in the fire hazard zone of the engine, i.e. the area where damage to the engine may lead to an open flame. This zone encompasses the area from the rear of the combustion chambers to the compressor turbine.
The fire extinguishing system includes:
In case of a fire and temperature reaching 120 – 140°C in the engine compartment, the fire detectors signal a warning and the FIRE warning light illuminates in the cockpit. To active the fire extinguishers, the pilot presses the activation button for fire the squibs of the extinguisher bottles. Firing the squibs perferates the bottle cap membrane and releases the gas through the extinguisher line into the manifold, where it is dispersed around the fire hazard zone of the engine to extinguish the fire.
The oxygen supply system is designed to provide the pilot with required oxygen supply in flight. The system consists of oxygen bottles (tanks), tubing lines, pressure gauges, KP-14 oxygen regulator, KP-15 parachute oxygen set.
Oxygen supply system operation
Oxygen is maintained at a pressure of 150 kg/cm2 in the bottles (4). Under normal use, oxygen from the bottles flows to the charging valve (2) via a triple adapter, which connects the bottles with the onboard charging connector (1) for charging or with the onboard supply line for pilot use. From the charging valve, oxygen flows to the onboard supply valve (5). The supply line then leads to the KR-14 pressure relief valve (7), from which one of the lines leads to the pressure gauge (6), located on the left side of the instrument panel, while the other one leads to the KP-14 oxygen regulator (9).
The KP-14 regulator supplies the proper mixture of oxygen and air at all times, automatically supplying positive pressure-breathing at high altitudes. As altitude increases, the percentage of oxygen in the mixture increases as well.
A hose and oxygen mask are attached to the regulator. The regulator is connected to the IK-14 oxygen flow indicator (8). The KR-14 pressure relief valve decreases oxygen pressure to 2-3 kg/cm2 as it directs oxygen to the regulator. In the regulator, pure oxygen is mixed with surrounding cockpit air. The pilot breathes surrounding pressurized cockpit air up to a cockpit (pressurized) altitude of 2000 m, i.e. the pilot is not supplied with oxygen from the tanks by the oxygen supply system. At altitudes between 2000 and 8000 m, the percentage of oxygen in the regulator mixture begins to increase. At cockpit altitudes over 8000 m, the pilot is supplied with 100% oxygen.
Operation of the KP-14 oxygen regulator requires opening the diluter valve:
The simulation assumes the pilot is always wearing the oxygen mask. Failure to open the diluter valve means the pilot will be starved of oxygen and may begin to lose consciousness in 30 - 40 seconds.
In case of a fire or smoke in the cockpit at high altitudes, use of emergency oxygen is recommended. To enable emergency oxygen flow, turn the emergency oxygen supply valve on the KR-14 pressure relief valve fully left (counterclockwise).
In case of cockpit depressurization at altitudes of up to 12000 m, the oxygen supply system provides a sufficient supply of oxygen to allow for a descent to safe altitudes. Depressurization at altitudes above 12000 m is fatal.
