Archive digitization



Aviation and Diplomacy

Frank Piasecki

NATO 1949-2009 Projekt ekspozycji w Muzeum Lotnictwa Polskiego w Krakowie



Polish Aviation Museum

31-864 Kraków,
al. Jana Pawła II 39
phone: (12) 640 99 60,
(12) 642 40 70
e-mail: info@muzeumlotnictwa.pl

a cultural institution of the Malopolska Region

Małopolska – Kraków Region


Patronage

Kraków Airport







Aeroplane: WSK Lim-2 (licenced MiG-15bis, NATO: Fagot)

WSK Lim-2 (licenced MiG-15bis, NATO: Fagot)
USSR / Poland
fighter



  • Technical data


Span 10.08 m
Length 10.11 m
Take-off weight 4987 kg
Maximum speed 1075 km/h
Ceiling 15500 m
Range (with additional fuel tanks) 1505 km
Armament see text
Powerplant :
1 x VK-1 turbo jet, rated at 2700 kg of thrust

 

An improved variant of the MiG-15 with a more powerful engine.

In the Soviet Union work started in May 1949 on the adaptation of the MiG-15 fighter to the new WK-1 engine rated at 2,700 kG thrust developed from the RD-45F engine, rated at 2,270 kG. An increase in the horizontal and climbing speeds was envisaged. The new aircraft received the code designation SD, initially envisaged to enter service as the MiG-17, eventually it received the designation MiG-15bis. The rear part of the fuselage as well as the air brakes area was enlarged. During inflight tests, problems were encountered of the so-called "pumping" (unsteady work of an engine). Another very dangerous aerodynamic phenomenon appeared as well: during flights in high speed, the aircraft began to loose its stability and rolled in an uncontrolled way into diving. It was caused by the low stiffness of wing construction and poor production quality.

The situation was remedied by the reinforcement of the wing construction and by applying "blades" (duralumin stripes, riveted to the trailing edges). Earlier produced aircraft were fixed in the same way. This innovation was already introduced in the technical documentation delivered to Poland. In the last series of the MiG-15 bis, the factory asymmetrical wing regulation was already applied. The armament, similar to that of MiG-15, was changed in production from the 23mm NS, to the increased fire rate 23 mm NR-23 cannons. The new types with increased capacity fuel tanks meant 100 or 200 kg bombs could be attached to the wings hard points. Different gauged unguided missile tests were also carried out.

In 1950, a need for a reconnaissance version arrived. Aimed at this, in 1951–1952, 365 MiG-15Rbis were produced. The camera was buried in the armament compartment, replacing one of the 23 mm guns. In 1952, a long distance escort fighter construction, the MiG-15Sbis was designed. The introduced changes in construction and equipment, increased the time of flight. In total, 49 aircraft of this type were produced. In the same time, the flight refuelling and tugging tests were carried out. The possibilities of installing radar sight and converting the aircraft into an all-weather interceptor were also considered.

In the Soviet Union, 7936 aircraft were produced by six manufacturers in 1950 - 1952. In Czechoslovakia, 620 aircraft were produced in 1954–1957. Aircraft withdrawn from service were converted into radio controlled flying targets (MiG-15bisM, M-15).

Between 1954–1956, the Polish aviation industry produced 500 licence built MiG-15, named the Lim-2. Production of the licence WK-1 engine, named the Lis-2 was also undertaken. Worth mentioning also is the aircraft unofficially known as the Lim-1.5 (the Lim one and half). It was the Lim-1 with improved radio equipment coming from the Lim-2.

The MiG-15 and MiG-15bis were engaged in several military conflicts in Africa and Asia.

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Dofinansowano ze środków Ministra Kultury i Dziedzictwa Narodowego
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