Faculty of Engineering

Department of Aeronautical Engineering

………………………………………………………………

AIRCRAFT STABILITY & CONTROL

Student’S Research :

Ahmad deyaa alzoubi 124847

HUSSEIN NOUR BANINASR 126717

AHMAD HATIM MESTARIHI 126827

MIG 15
TABLE OF CONTENTS
 TABLE OF CONTENTS ................................................ 1
 AIRCRAFT HISTORY ………………………………………………………………………3
 MISSION OVERVIEW ................................................. 6
 MAIN SPECIFICATIONS .............................................. 6
 . Specifications table ................................................. 7
 . Aircraft dimensions ................................................. 9
 AIRCRAFT AND ENGINE DESIGN …………………………….11
 . Aircraft Design …………………………………………………….11
 General assembly of the MiG-15bis ………………………12
 Empennage ……………………………………………………………14
 Engine and Related Systems ………………………………….16
 Oil system ……………………………………………………………..18
 . AIRCRAFT AERODYNAMIC PARTICULARS…………….. 23
 SOURCES ………………………………………………………………..25
 AIRCRAFT HISTORY
1
1. AIRCRAFT HISTORY
MiG-15bis is the Soviet Union's vanguard jet fighter and one of the most mass-
produced jets in history – the Mikoyan-Gurevich MiG15. 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 (19501953). 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 Defence Forces in 1949. The aircraft has an extensive combat
history that includes several conflicts apart from the Korean War, such as the
Arab Israeli wars. Thanks to its high reliability, remarkable performance, and ease
of use – both in flight training and operation –, the MiG-15 remained in service
with the USSR for nearly 20 years and in foreign service until 2006 (Albanian Air
Force and Syrian air force)! There were numerous modifications: Apart from its
main purpose as a fighter, it was used as a reconnaissance aircraft, target aircraft
and prototype for a variety of weapons and systems tests.
Modifications of the MiG-15 include the MiG-15S, MiG-15PB, MiG-15bis,
MiG15Rbis (SR) tactical reconnaissance version, MiG-15Sbis(SD-UPB) escort
fighter, MiG-15UTM, MiG-15P UTI two-seat trainer and the MiG-15M radio
controlled target drone. In total, over 15,000 of these aircraft were
manufactured (almost twice as many as its American counterpart, the F-86
Sabre).
The MiG-15bis featured in this report is an upgraded model of the original MiG-
15, powered by the more powerful Soviet-produced Klimov VK-1 engine in place
of the original British Rolls-Royce Nene-I (II). The aircraft is equipped with three
cannons (two 23 mm and one 37 mm) and can be further armed with two 100 kg
bombs.
2 AND MAIN
MISSION
SPECIFICATIONS
OVERVIEW-1
2. MISSION OVERVIEW AND MAIN
SPECIFICATIONS
2.1. Mission overview

The aircraft’s main purpose is to gain air superiority (during the daytime). It also has (limited)
capability of being a strike plane.

It is a swept-wing single-engine aircraft with a tricycle landing gear: two main gears and a nose gear (

Unlike the F-86F, the MiG-15bis uses a hydraulic actuator only for the roll channel. The aircraft
has three powerful cannons: 2х 23 mm and 1x 37 mm.

channel. The aircraft has three powerful cannons: 2х 23 mm and 1x 37 mm.

2.2. Main specifications

2.2.1. Specifications table

Specifications UNIT Value

NORMAL CREW per aircraft 1
OPERATIONAL CHARACTERISTICS

Max allowed takeoff weight lbs / kg 13459 / 6105

Empty weight lbs / kg 7892 / 3580
Useful load (with 100 kg pilot) lbs / kg 2983 / 1353
Normal takeoff weight lbs / kg 11120 / 5044
Internal fuel capacity (fuel density lbs/gal // 2584/373 //
0.83 kg/l) kg/l 1172/1412
indicated
Cruise speed
airspeed
(at 10.000 m, weight within 4.600- 243-254 / 450-470
(IAS) kts /
4.900 kg)
km/h
Fuel consumption rate
(air patrol at 10.000 m, 350 km/h IAS,
lbs/h // kg/h 1464 // 664
weight within 4.600-4.900 kg, fuel
density 0.83 kg/l)
Maximum speed at sea
kts / km/h 581 / 1076
level, true airspeed (TAS)
Maximum speed at 10.000 m (33.000
kts / km/h 535 / 990
feet), true airspeed (TAS)
Service ceiling
ft / m 51016 / 15500
(for 5044 kg take-off weight)
Time of climb altitude up to 5000 m
(at 11.560 rpm and 680-560 km/h min around 2
TAS)
Maximum rate-of-climb (at 11.560 m/min // 2790 // 710
rpm): km/h true 2100 // 710
at 1000 m altitude airspeed
Specifications UNIT Value
at 5000 m altitude (TAS)
optimal for
climb
Maximum range (w/o drop tank):
nm / km 648 / 1200
altitude 10.000 m, 450-470 km/h IAS
Maximum range (with 2x300 l drop
tanks): nm / km 944 / 1749
altitude 10.000 m, 460-480 km/h IAS
Maximum range (with 2x600 l drop
tanks): nm / km 1199 / 2220
altitude 10.000 m, 440-460 km/h IAS
Maximum endurance (w/o drop
tank): altitude 10.000 m, 330-350 2.05
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km/h IAS altitude 5.000 m, 330-350 1.45
km/h IAS
Maximum allowed operational load G 8
factor
Load factor when plane is damaged G 12
DIMENSIONS

Length ft-in / m 32.94 / 10.04

Width (wingspan) 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

number guns
23 mm machine guns x number 2 x 80
rounds
number guns
37 mm machine gun x number 1 x 40
rounds
number x
Bombs 2 x 100
caliber (kg)
2.2.2. Aircraft dimensions

-
 -

AIRCRAFT
3 AND ENGINE DESIGN

16
3. AIRCRAFT AND ENGINE DESIGN
3.1. Aircraft Design
The MiG-15bis is a single-seat fighter powered by a single Klimov VK-1
engine which provides a static thrust of 2700 kg and contains a series
of modifications that improve aircraft performance. The aircraft is a
cantilever all-metal structure mid-wing monoplane with a swept wing
and empennage. The turbojet VK-1 engine is located in the rear
fuselage behind the wing. Air is allowed to enter the engine through an
air intake in the front fuselage. The landing gear is of the tricycle type.
The main gear is retracted into the wing, and the nose gear is retracted
into the fuselage.

3.1.1. Fuselage
THE FUSELAGE is designed as a metal semi-monocoque structure
consisting of two parts. The rear part of the fuselage is attached to the
forward part of the plane using assembly points on the wing. The
forward fuselage contains a pressurized cockpit. Under the cockpit
there is a hatch for an extendable armament undercarriage.
THE FORWARD FUSELAGE houses the forward fuel tank, nose landing gear
in retracted position, pressurized cockpit, extendable armament
undercarriage, and various equipment including batteries, oxygen
tanks, etc.
THE REAR FUSELAGE hosts the VK-1 engine with supplementary equipment,
an exhaust nozzle, the rear fuel tank, empennage control rods, and air
brakes.

Note

The term semi-monocoque refers to a stressed shell structure that is similar to a true monocoque, but which
derives at least some of its strength from conventional reinforcement. Semi-monocoque construction is used for,
among other things, aircraft fuselages, car bodies and motorcycle frames.
General assembly of the MiG-15bis

1. Battery
2. Oxygen tank

3. ASP-3N automatic gunsight

4. Armored windshield

5. Pilot’s ejection seat

6. Sliding portion of canopy

7. Pitot tube

8. Antenna

9. Hydraulic fluid tank

10. VK-1 engine with gearbox

11. Rear fuel tank

12. Vertical stabilizer

13. Rudder
14. Tail navigation light

15. Elevator trim tab

16. Elevator

17. Air brake

18. Flap

19. Aileron trim tab

20. Aileron

21. Left wingtip navigation light

22. Main landing gear

23. Wing fence

24. Forward fuel tank

25. Extendable armament undercarriage

26. Nose gear

27. Nose cone with headlight

3.1.2. Wing
The wing of the MiG-15bis consists of two detachable panels (left and
right) with duralumin mainframe and skin. The wing is swept to an
angle of 35°, has wing fences1 (2), ailerons (4) with internal
aerodynamic compensation and flaps (5). V-of-Wing is -2°. The flaps
extend backwards and down.

Note

1The aerodynamic wing fences prevent the airflow shift (its boundary layer) from the fuselage to the wing tip.
 1.

Right wing
2. Wing fences

3. Pitot tube

4. Aileron

5. Flap

1. Aileron trim tab

 2. Left aileron
3. Left wing

Ailerons
The length of the aileron is 1.8 m. The aileron chord is 18.75% of the wing chord. The overall
area of the ailerons (without compensation) is 1.01 m2 which is 4.92% of the wing area.
Flaps
The flaps are installed on the wing between the ailerons and the fuselage. During takeoff,
they are extended to an angle of 20° in order to provide extra lift force. For landing, they are
extended to 55°.
Air brakes

The aircraft has air brakes (speed brakes) on both sides of the rear fuselage . In the tail
section of the fuselage there is an air brake electromagnetic control valve.

3.1.3 Empennage

The empennage of the MiG-15bis is single-fin, swept back. The sweep

angle of the horizontal tail is 40° and that of the vertical tail is 54°50'.
The profile of the horizontal and vertical tails is symmetrical. The
horizontal stabilizer setting angle is parallel to the fuselage waterline.
However, the forward stabilizer-to-fuselage attachment point has a fitting allowing changing the
horizontal stabilizer setting angle on the ground from -2° to +2°.

THE VERTICAL EMPENNAGE consists of the vertical stabilizer (1) and the
rudder (2), the latter being a flight
control surface. The rudder does not
have a trim tab and deflects to the
right and to the left by 20°
1. Vertical stabilizer
2. Rudder
THE HORIZONTAL EMPENNAGE consists of the horizontal stabilizer and the
elevator, the latter being a flight control surface.

1. Elevator trimmer tab

2. Horizontal stabilizer
3. Elevator

All the flight control surfaces are controlled mechanically (without

hydraulic actuators). The limit for the upward deflection is 32°, for
the downward deflection it is 16°. The elevator (3) has a trim tab (1).
A trim tab is a small tab on the elevator which deflects from the elevator plane, thereby creating a
small aerodynamic force helping to maintain the required elevator deflection angle without
additional forces on the control stick.

3.2. Engine and Related Systems

3.2.1. General design and layout
Unlike the MiG-15, the MiG-15bis has the VK-1 engine instead of the
previously installed Rolls-Royce Nene I (II) engine.
Although the VK-1 (“Vladimir Klimov-1”) was based on
another design, nevertheless it was completely designed and
manufactured by the Klimov Design Bureau. The engine is located in
the rear fuselage. The engine axis coincides with the airplane axis.
The exhaust part of the engine has an extensive pipe connected to
the engine by a special movable joint. The extensive pipe ends with a
jet nozzle. The air for the engine is taken from the front air intake.
The VK-1 is a single shaft turbojet engine with a single stage double
sided radial flow compressor, nine individual tubular combustion
chambers seated uniformly on the outer part of the compressor
housing and a single stage turbine. The engine operation is ensured
by the fuel system, engine automatics, a system of fuel tanks, oil
system, and a fire extinguishing system. The main engine
characteristics are listed in

Characteristic Value

Maximum thrust, kg 2700

Specific fuel consumption, kg/(kgf*h) 1.07

Airflow rate, kg/s 48.2

Compression ratio, times 4.2..4.5

Tc max, K 1170

Length, mm 2640

Diameter, mm 1270

Dry weight, kg 870

Service life, h 200

 1. Forward bearing 5. Oil filter at scavenge pump inlet
2. Middle bearing 6. High pressure oil filter
3. Turbine bearing 7. Scavenge oil pump
4. Oil filter at injection pump inlet 8. Injection oil pump

Oil system
As a grease oil, the engine uses the GOST 382-43 oil with a 0.05-0.1%
additive of stearin acid.
The box of oil pumps attached to the lower flange of the gearbox
serves as an oil tank and can take approx. 7 liters of oil. This box also
serves as a housing for two oil pumps, three filters and a pressure
reducer valve.

3.2.2 Engine operation

The aircraft has an air intake on the front of the fuselage. Through the
air intake, the air comes to the engine by two channels, on the left and
on the right from the cockpit. Then the air goes to the radial-flow
compressor, , where it is compressed 4.2 to 4.5 times by centrifugal forces (6).
After that the compressed air from the outer portion of the compressor rotor
1. Gearbox
2. Centrifugal compressor

3. 9 can combustion chambers

4. Compressor turbine

5. Engine oil system components

6. 6. Compressed air supplied to the

DIGITAL COMBAT SIMULATOR MiG-15bis

4.1 Forces and moments affecting airplane during takeoff

and
climb

Takeoff roll
Friction forces, engine thrust as well as pitching and diving moments
applied to the aircraft affect both character and length of the takeoff
roll.
a) The friction force is directed against the movement of the
aircraft: its value depends on the response of the ground
surface, runway condition and aircraft weight.
At the beginning of the roll, the friction force is at its maximum. As
speed increases, the friction force decreases.
To reduce the distance needed for the takeoff roll, extend flaps to 20°.
b) During rolling, the engine thrust exceeds forces of resistance
and creates acceleration. With the reduction of friction forces,
the excessive thrust force increases.
To reduce the takeoff distance, the engine should operate at the
highest RPM allowed (takeoff mode).
c) During the second part of the takeoff roll, the pilot creates a
pitching moment by deflecting the elevators upwards and thus
lifting the nose gear up. With the increase of speed, due to
 increasing elevator efficiency, the pitching moment increases
as well.
To prevent the airplane from taking off at low speed, the pilot has to
“return” the stick slightly forward. Joystick movement should be very
moderate, around 1 cm.
Lift-off and acceleration

a) The airplane lifts off at 220-230 km/h due to the difference

between the lift force and the airplane weight.
b) To achieve the airspeed needed for the climb, it is necessary to
maintain a certain pitch (relative to the horizon). This
acceleration stage should be performed with a gradual
increase of altitude.

With the increase of airspeed, at a constant pitch, the lift available on

the wings increases and drag slightly decreases (this is a manifestation
of the general laws of aerodynamics and observed up to the so-called
“economic” speed, see below). Therefore, the difference between
thrust and drag increases and speed increases faster.
The pilot has to retract the landing gear at a certain speed to prevent it
from being damaged by excessive aerodynamic forces.
Climb
Climb is characterized by the vertical and translational speeds chosen
by the pilot. The needed translational speed is gained during the
acceleration stage. The climb may differ based on the task:
a) For flying in circles, the pilot has to reach and maintain 500
km/h IAS and a climb rate of 7-8 m/s.
b) To intercept an aerial target and to reach the required altitude
faster, it is necessary to achieve 710 km/h TAS (true airspeed)
in a short period of time. This speed is called
“economic” speed, because it ensures the maximum
climb rate up to the ceiling. If 710 km/h TAS is not maintained,
the climb rate will
 DIGITAL COMBAT SIMULATOR MiG -15 bis

AIRCRAFT AERODYNAMIC
4
5. AIRCRAFT AERODYNAMIC
PARTICULARS
The aerodynamic characteristics and handling particulars
described below are based on the SA-64 standard atmosphere
model: +15°C, 760 mmHg at sea level.
5.1.1. Climb rate

Time to climb to 5000 m: 1.95 min

Time to climb to 10000 m: 4.9 min
Climb rate reduces significantly as altitude increases.
Maximum climb rate is attained at ground altitude: 50 m/s
(36.6 m/s with large drop tanks).
5.1.2. Takeoff and landing characteristics
Primary airspeed references for takeoff and landing

Takeoff ground run distance: (flaps extended to 20°) – 475 m.

Liftoff speed without drop tanks and flaps extended to 20°
is 220 - 230 km/h, with flaps retracted 245 km/h.
Liftoff speed with large drop tanks and flaps extended to
20° is 255 km/h, with flaps retracted 275 km/h.
Final approach speed (prior to flare) with flaps extended
to 55° at idle engine power is 250 - 270 km/h.
Touchdown speed with flaps extended to 55°, idle engine
power, and at normal landing weight is 190 - 200 km/h.
5.1.3. Other aerodynamic particulars
Of note is the gradual Cy (lift coefficient) curve beyond critical
angles of attack, which provides for safe flight in regards to a
stall of either wing.
Optimum aerodynamic efficiency (lift/drag ratio) with
retracted flaps equals 14.6 at Mach 0.6, Cy = 0.45, H (altitude)
= 0.
Minimum frontal drag Cxmin equals 0.015 at Mach 0.6, Cy = 0,
H = 0.
The aircraft exhibits lateral-directional stability throughout the
allowed angle of attack envelope, flight control deflection
range, and Mach number envelope. The elevators maintain
effectiveness.
The aircraft maintains lateral-directional stability and the
ailerons and rudder maintain effectiveness throughout the
angle of attack envelope and flight control deflection range.
The elevators maintain effectiveness throughout the Mach
number envelope up to Mach 0.92.
At Mach > 0.92, aileron effectiveness greatly reduces. At low
angles of attack (1.5°), ailerons effectiveness is practically zero
in the Mach 0.96 - 0.98 speed range.

END
SOURCES
Theory of aircraft engines, part 1, and 2

Textbook for high schools of the SYRIAN Air Force

Мark D. Jane’s aero-engines. – Alexandria, Virginia 22314, US: Jane’s

information Group inc, 2009. – 448 с.

[Link]

[Link]

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