Mikoyan-Gurevich MiG-15

Mikoyan-Gurevich
Industry	Aerospace
Founded	1939
Founder	Artem Mikoyan, Mikhail Gurevich
Headquarters	Moscow, Soviet Union
Products	Military aircraft, including MiG-15 fighter jet

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The Mikoyan-Gurevich MiG-15 (Russian: Микоян-Гуревич МиГ-15; known by the USAF/DoD reporting names as Type 14; NATO reporting name Fagot) is a Soviet-designed jet aircraft fighter aircraft. It was among the earliest jet fighters to successfully integrate swept wing technology for enhanced performance at near-supersonic speeds. During the Korean War, the MiG-15 demonstrated superiority over straight-winged jet day fighters, which were often reassigned to ground attack missions. The emergence of the MiG-15 prompted the United States Air Force to expedite deployment of the North American F-86 Sabre to counter its threat.^[1]

Further development led to the more sophisticated Mikoyan-Gurevich MiG-17, which again surprised Western forces by proving effective against supersonic adversaries such as the Republic F-105 Thunderchief and the McDonnell Douglas F-4 Phantom II during the 1960s Vietnam conflict.

With over 13,000 units produced,^[2] the MiG-15 ranks among the most extensively manufactured jet fighters. It continues to serve as an advanced trainer within the Korean People's Army Air Force.

Design and development

File:MiG-15 RB2.jpg

Front view of a MiG-15

File:Mig-15 UTI Trainer.jpg

MiG-15 UTI Trainer at Chino Planes of Fame Air Museum

Mikoyan-Gurevich's initial foray into turbojet fighters was the Mikoyan-Gurevich MiG-9, introduced shortly after World War II. This model employed two engines reverse-engineered from German BMW 003 turbojets.^[3] However, it suffered from unreliable powerplants and control difficulties. Classified as a first-generation jet fighter, it retained straight wings typical of piston-engine aircraft.

By 1946, Soviet jet engine technology lagged significantly behind Western advancements.^[4] At Germany's surrender in May 1945, their turbojets could not reliably deliver thrust beyond approximately 1,130 kilograms-force (11,100 N; 2,500 lbf) for extended durations, limiting early Soviet designs. Soviet officials including Minister of Aviation Mikhail Khrunichev and designer Alexander Sergeyevich Yakovlev proposed acquiring the British-developed and dependable Rolls-Royce Nene engine to expedite progress. Despite initial skepticism from Premier Joseph Stalin—who reportedly questioned who would willingly share such secrets—the plan received approval. Mikoyan, along with engine designer Vladimir Yakovlevich Klimov and others, traveled to Britain to negotiate acquisition. Unexpectedly, the British Labour government under Minister Sir Stafford Cripps agreed to supply engines, technical data, and manufacturing licenses. These were subsequently adapted and produced domestically as the Klimov RD-45 powerplant for integration into the MiG-15.^[5]^[4]

The Soviet Council of Ministers commissioned Mikoyan-Gurevich OKB to develop two prototypes for a high-altitude interceptor capable of defending against bomber threats. Specifications called for a maximum speed near 1,000 kilometres per hour (620 mph) with a combat radius around 1,200 kilometres (750 mi).^[6]^[7]

Building upon their earlier MiG-9 design, Mikoyan's engineers incorporated Klimov’s British-derived engine alongside swept wings and a swept tailpipe configuration. The German Messerschmitt Me 262 was notable as the first fighter with an 18.5° wing sweep; however, this was primarily intended to balance center-of-gravity issues caused by its heavy Junkers Jumo 004 engines rather than aerodynamic optimization. Subsequent wartime research confirmed that swept wings significantly enhanced performance near transonic velocities. After World War II, Soviet forces acquired extensive German aeronautical research materials—including wind tunnel data and prototype designs—particularly concerning swept-wing concepts. To explore these aerodynamic principles further, they developed an experimental "pusher" piston-engined aircraft with a canard layout named the Mikoyan-Gurevich MiG-8 Utka ("duck") in 1945. The adoption of swept wings would prove decisive during combat operations in Korea.

The finalized design featured mid-mounted wings swept at approximately 35°, exhibiting slight anhedral angles, paired with a tailplane mounted atop a swept vertical stabilizer. Western analysts observed its resemblance to Kurt Tank’s unrealized Focke-Wulf Ta 183 project—a post-war German design that never advanced beyond planning stages.^[8] While many Ta 183 engineers were captured by Western forces, Soviet acquisition included plans and scale models.^[9]Template:Fix/category^{[better source needed]} Although sharing some layout characteristics such as a high tailplane and nose air intake, structural elements and proportions differed between the two aircraft. The MiG-15’s fuselage also bore similarities to Mikoyan’s earlier attempt at producing a Soviet variant of the Messerschmitt Me 263 rocket fighter during 1945–46. Unlike the low-wing configuration of the F-86 Sabre, the MiG retained wing and tailplane placements akin to its predecessor, the straight-winged MiG-9. To avoid misidentification during intense air engagements, US forces painted their aircraft with distinctive bright stripes.^[10]

File:Mikoyan-Gurevich MiG-15 on the grounds of the EAA Aviation Museum, Oshkosh, Wisconsin, US julesvernex2.jpg

Split forward air intake

The prototypes were designated I-310.^[11] This swept-wing fighter featured wings and tail surfaces swept at 35°, incorporating two wing fences per wing to enhance airflow stability. Air was drawn through a split forward intake that routed around the cockpit before converging ahead of the engine—a single Rolls-Royce Nene unit.^[12] Its maiden flight occurred on 30 December 1947,^[13] roughly two months subsequent to that of the American F-86 Sabre. Performance tests demonstrated speeds reaching 1,042 kilometres per hour (647 mph) at an altitude near 3,000 metres (9,800 ft).^[14]

Prior Soviet swept-wing jets included underpowered models like the Lavochkin La-160, which shared more traits with the MiG-9 than with later designs. The Lavochkin La-168—produced as Lavochkin La-15—used similar engines but featured shoulder-mounted wings and T-tail configurations; it served as primary competition for mass production contracts. Ultimately, Mikoyan’s design was selected for large-scale manufacturing. The initial production model flew on 31 December 1948 and entered service with Soviet forces in 1949 under NATO codename "Fagot". Early units exhibited tendencies toward uncommanded rolling due to manufacturing inconsistencies; this was mitigated by adjustable aerodynamic trim tabs called nozhi ("knives"), calibrated by ground crews until stable flight characteristics were achieved.^[15]

Originally conceived as an interceptor targeting American bombers such as the B-29 Superfortress, the MiG-15 underwent evaluation in simulated dogfights against captured B-29s and their Soviet-built copies—the Tupolev Tu-4. It carried formidable armament comprising two 23 mm (0.91 in) cannons with eighty rounds each plus one 37 mm (1.5 in) cannon loaded with forty rounds—offering substantial destructive capability against large bombers. However, these weapons’ relatively slow firing rates and differing ballistic trajectories complicated engagements against nimble jet fighters; pilots reported instances where smaller-caliber shells passed overhead while larger rounds flew beneath enemy aircraft. The cannons were installed in modular packs beneath the nose that could be quickly removed and replaced for servicing or rearming.^[16] Despite armament limitations, its rugged construction and absence of wing fuel tanks rendered it resilient; American machine guns often required multiple hits to down one due to its minimal vulnerabilities.^[17]

An enhanced version known as MiG-15bis ("second") entered service in early 1950 featuring a Klimov VK-1 engine—an improved derivative of the Nene with superior metallurgy—and minor system upgrades.^[18] Visual distinctions included a headlight embedded within the air intake separator and upper-edge horizontal airbrakes. The twin 23 mm (0.91 in) cannons were repositioned closer together beneath the landing gear bay. Some bis variants incorporated underwing hardpoints for mounting unguided rockets or bombs weighing between 50^{[convert: needs unit name]} and 250^{[convert: needs unit name]} kilograms. Fighter-bomber adaptations received designations such as "IB", "SD-21", and "SD-5", with approximately 150 units upgraded to SD-21 standards during 1953–54.

While possessing enough thrust potentially to exceed Mach 1 during dives, lack of an all-moving tailplane (stabilator) limited control effectiveness near transonic speeds; pilots were cautioned not to surpass Mach 0.92 where flight controls became less responsive.^[19] A warning light on instruments alerted when approaching this threshold. Postwar testing by American pilots found severe buffeting above Mach 0.92 and pitch-up tendencies near Mach 0.95. During a high-altitude dive test conducted by Chuck Yeager, Mach 0.98 was achieved but control loss occurred until descending into denser atmosphere around 12,000 ft (3,700 m), regaining full control only near 3,000 ft (910 m) altitude.^[20]

The aircraft had a tendency to enter unrecoverable spins following stalls,^[19] worsened by minimal stall warning cues according to US test pilots.^[21] United Nations pilots observed this hazard during Korean War engagements; records indicate at least fifty-six instances where enemy MiGs spun in combat resulting in twenty-five crashes and ten pilot ejections.^[22]

Chinese Civil War

The MiG-15 was introduced on a large scale during the concluding stages of the Chinese Civil War. In early 1950, aircraft from the Nationalist ROCAF, operating out of bases in Taiwan, launched attacks against mainland China, including raids on Shanghai. In response, Mao Zedong sought air defense support from the Soviet Union.

In February 1950, the 50th Fighter Aviation Division (50 IAD) of the Soviet Air Defence Forces, equipped with MiG-15bis fighters, was sent to southern China to assist the People's Liberation Army Air Force (PLAAF) and to train Chinese pilots on the MiG-15. By April 1950, Soviet pilots were flying MiG-15s over Shanghai, effectively disrupting Nationalist bombing operations. On 28 April 1950, a milestone occurred when Captain Kalinikov achieved the first confirmed MiG-15 aerial kill by downing a ROCAF P-38. Another victory followed on 11 May when Captain Ilya Ivanovich Schinkarenko shot down a B-24 Liberator piloted by Li Chao Hua, commander of the ROCAF’s 8th Air Group.

Soviet MiG-15s in the Korean War

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File:MiG-15 USAF.jpg

No Kum-sok's MiG-15 exhibited at the National Museum of the United States Air Force.

Overview and background

For many years, the Soviet Union categorically denied that its pilots participated in combat during the Korean War; responsibility for air operations was officially attributed solely to China and North Korea. However, following the conclusion of the Cold War, former Soviet aviators began disclosing their involvement.^[23] Publications by Chinese, Russian, and ex-Soviet authors such as Zhang Xiaoming, Leonid Krylov, Yuriy Tepsurkaev, and Igor Seydov have since shed light on these pilots and their missions. From the outset, Soviet flyers were instructed to avoid flying over areas where capture was possible. Their aircraft bore North Korean or Chinese insignia, and pilots wore either North Korean uniforms or civilian attire to conceal their origins. For radio communications, they used cards featuring common Korean aviation terms transcribed phonetically in Cyrillic script.^[24] Despite these precautions, during intense air combat many pilots inadvertently reverted to speaking Russian. UN forces suspected Soviet involvement early on, supported by intercepted radio transmissions including Russian language conversations. Additionally, USAF aviators reported recognizing distinctive tactics and maneuvers characteristic of Soviet pilots, whom they nicknamed "honchos".^[25]

When hostilities commenced on 25 June 1950, the North Korean People's Air Force (KPAF) operated World War II-era Soviet propeller fighters such as approximately 93 Il-10 ground attack aircraft and 79 Yak-9P fighters,^[26] along with "40–50 assorted transport/liaison/trainer aircraft".^[27] Similarly, propeller-driven single-engine fighters dominated among United Nations Command (UNC) air forces at that time — including models like the North American P-51 Mustang, Vought F4U Corsair, and Hawker Sea Fury. Initially, UNC fighter units held both numerical and technological superiority, granting them control of the skies and exposing North Korean targets to devastating attacks from United States Air Force (USAF) heavy bombers such as the Boeing B-29.

During 1950, the Soviet leadership authorized supplying both China and North Korea with MiG-15 jet fighters along with pilot training programs. The 50th Fighter Aviation Division (50 IAD), already stationed near Shanghai following its involvement in the Chinese Civil War (see above), dispatched a detachment to Antung near the North Korean border in August 1950. This contingent became known as the 29th Guards Fighter Regiment (29 GvIAP). When China formally entered the conflict supporting North Korea, Soviet commitments included providing sixteen operational regiments equipped with MiG-15s alongside experienced combat pilots. Additional pilots were recruited from elite units for deployment in Korea; candidates had to be under 27 years old with preference given to World War II veterans. The first major Soviet aviation unit sent to Korea was the 324th IAD—a division specializing in air defense interception—commanded by Colonel Ivan Kozhedub, who was credited with 62 victories and ranked as the top ace among Soviet and Allied forces during World War II. By November 1950, the veteran divisions—the 151st, 28th, and 50th IADs—were consolidated into the 64th Fighter Aviation Corps (64 IAK).

File:MiG Alley Map (en).svg

Map illustrating the approximate location of "MiG Alley".

Initially restricted by their aircraft's limited range to operations near their bases, Soviet MiG pilots were directed toward advantageous positions through effective ground control guidance. For political sensitivity and security reasons, they were forbidden from crossing an unofficial boundary drawn between Wonsan and Pyongyang, nor were they permitted to operate over open water. MiG-15s always flew in pairs—an attacking leader accompanied by a wingman. The northwestern region of North Korea where the Yalu River flows into the Yellow Sea became known as "MiG Alley", a hotspot for numerous aerial dogfights.

The MiG-15 also excelled in its original role as an interceptor against heavy bomber formations such as those of B-29s. Tactically, large groups of MiGs would position themselves on the Chinese side of the border; upon detecting UN aircraft entering MiG Alley, they would dive from high altitude for attack runs before retreating back across into China if threatened. Soviet squadrons typically operated in large formations; however, their fundamental unit was a six-aircraft element divided into three pairs:

The lead pair engaged enemy Sabre fighters.
The second pair provided protective cover for the lead pair.
The third pair maintained an elevated position to support both other pairs as required and had greater freedom to engage opportunistic targets such as isolated Sabres separated from their wingmen.

Following its introduction into combat, the MiG-15 demonstrated clear superiority over contemporary straight-wing jets fielded by other nations—including models like the Gloster Meteor, Lockheed F-80, Republic F-84, and Grumman F9F. Among swept-wing jets of that era, only the North American F-86 Sabre could rival its performance.

The USAF asserts that its F-86 Sabres achieved more aerial victories than MiGs during combat over Korea between 1950 and 1953. Although individual Soviet pilots often recorded higher personal kill counts than their UN counterparts due to various factors, aggregate claims by Soviet aviators are believed to have been exaggerated.^[25] According to Russian sources, a total of 335 Soviet-piloted MiG-15s were lost during Korean War operations due to all causes including accidents, anti-aircraft fire, and ground attacks.^[28] Chinese sources report losses of approximately 224 Chinese-piloted MiGs during this period.^[29] While exact figures for North Korean losses remain unclear, defectors estimate about 100 MiGs were lost by their air force.^[30] Combined losses thus approximate around 659 MiGs.^[31] Although most losses occurred during engagements with F-86 Sabres, some MiGs were also downed or lost immediately after combat encounters involving other UN aircraft such as F-80s, F-84s, F9Fs, Gloster Meteors as well as propeller-driven F4Us and Sea Furies.

The Soviet-controlled 64th Fighter Aviation Corps (64 IAK), which managed all Soviet-piloted aircraft deployed in Korea, claimed a total of 1,106 enemy planes shot down by MiG-15 units during the conflict. Official USAF records confirm that MiGs shot down at least 139 U.S.-operated aircraft; an additional sixty-eight were lost due to unknown causes while another two hundred thirty-seven were listed missing under uncertain circumstances; furthermore four hundred seventy-two aircraft fell under "other losses" categories.^[32] Cross-referencing these figures with Soviet data suggests that U.S. pilots frequently attributed combat losses to causes such as "landing accidents" or other non-combat reasons.^[33]

November 1950 to January 1952

The 50th IAD entered the conflict on 1 November 1950, deploying MiG-15s marked with red noses and North Korean insignia. On that initial day, eight MiG-15s engaged around 15 USAF F-51D Mustangs, during which First Lieutenant Fyodor V. Chizh successfully downed Aaron Abercombrie, resulting in the American pilot's death. That same day marked the first-ever jet-to-jet aerial combat when three MiG-15s from the 50th IAD intercepted a group of ten F-80 Shooting Stars. In this engagement, 1st Lt Semyon Fyodorovich Khominich shot down an F-80C piloted by 1st Lt Frank Van Sickle, who was killed in action. Despite this, the USAF mistakenly attributed Van Sickle's loss to North Korean anti-aircraft artillery fire.

The Soviet pilots flying MiG-15s experienced their initial casualty on 9 November when Lieutenant Commander William T. Amen, operating from the carrier USS Philippine Sea (CV-47), shot down Captain Mikhail F. Grachev while flying a Grumman F9F Panther.

In response to the MiG-15 threat, three squadrons of the F-86 Sabre—the only American jet with swept wings at that time—were rapidly deployed to Korea by December. On 17 December, Lt Col. Bruce H. Hinton forced Maj. Yakov Nikanorovich Yefromeyenko to eject from his burning MiG. Subsequently, on 22 December, Captain Nikolay Yefremovich Vorobyov shot down Captain Lawrence V. Bach’s F-86A in his MiG-15bis. Both sides tended to inflate their victory claims during this period: Sabre pilots reported eight MiGs destroyed while Soviets claimed twelve F-86s; actual losses were three MiGs and at least four Sabres.

Air Chief Marshal Sir John Slessor, then Chief of the Air Staff of the United Kingdom, remarked on the MiG-15's superiority: not only was it faster than any British aircraft under development, but it was already being produced in considerable numbers, giving the Soviets a four-year lead over British interceptor fighter development.

By late 1950, the Soviet Union assigned the 324th IAD—comprising two regiments, the 176th GIAP and 196th IAP—to support Chinese forces. Typically, a MiG-15 interceptor regiment consisted of 35 to 40 aircraft, and divisions generally included three regiments. After completing initial training within Soviet Maritime Military District bases, this unit arrived at airfields along the Yalu River in March 1951 and began intensive air-to-air training alongside Chinese and Korean pilots. Both regiments were stationed forward at Antung airbase and began combat operations in early April 1951. The 303rd IAD under General Georgiy A. Lobov arrived in June and commenced combat missions by August.

File:MiG-15s curving to attack B-29s over Korea c1951.jpg

Mikoyan-Gurevich MiG-15 fighters maneuvering to attack US Air Force Boeing B-29 Superfortress bombers over Korea, circa 1951

File:B-29-44-61813-shotdown.jpg

A photo-reconnaissance B-29 that crash-landed at Iruma Air Base in Japan after sustaining heavy damage from MiG-15 attacks over the Yalu River; notably, its tail gunner successfully shot down one attacker (9 November 1950)

Soviet MiG pilots were trained to execute coordinated attacks on enemy formations from multiple directions, leveraging altitude and speed advantages. Early encounters defined key characteristics of engagements over the following two and a half years. The MiG-15 and its improved variant, the MiG-15bis, boasted a higher operational ceiling—approximately 15,500 meters—compared to about 14,900 meters (49,000 feet) for the F-86F Sabre model. Additionally, they accelerated more rapidly than F-86A/E/F variants due to a superior thrust-to-weight ratio: roughly 1005 km/h versus 972 km/h for the F-86F. The climb rate of the MiG stood at approximately 2800 meters per minute compared to about 2200 meters per minute for F-86A and E models (the F-86F matched the MiG’s climb rate). Above around 10,000 meters altitude, the MiG also exhibited a tighter turning radius. However, at lower altitudes—below approximately 8,000 meters—the Sabre was faster (about 1107 km/h versus 935 km/h for the MiG-15bis) and could out-turn its opponent in most respects if engaged horizontally. This meant that if a MiG forced combat into vertical maneuvers or horizontal fights above high altitude thresholds, it gained a significant tactical edge; conversely, below those altitudes, Sabres held an advantage except in climb performance. Armament-wise, the MiG carried heavier firepower with one Nudelman N-37 cannon (37 mm) and two NR-23 cannons (23 mm), while Sabres were equipped with six .50 caliber machine guns (12.7 mm). Nevertheless, Soviet gyroscopic gunsights like the ASP-1N lagged behind the more advanced A-1CM and A4 radar-ranging sights used by later F-86 models.

The primary objective for MiG-15 units was not dogfighting with Sabres but intercepting USAF Boeing B-29 Superfortress bombers. This critical role fell to elite Soviet Air Force units such as Colonel Ivan Kozhedub’s 324th IAD starting April 1951 and General Georgiy A. Lobov’s 303rd IAD arriving in June.

On 12 April 1951, a formation of forty-four MiGs confronted a USAF strike group consisting of forty-eight B-29 bombers escorted by eighteen F-86 Sabres, fifty-four F-84 Thunderjets, and twenty-four F-80 Shooting Stars targeting a bridge over the Yalu River near Uiju connecting North Korea and China. Experienced Soviet pilots succeeded in shooting down or severely damaging ten B-29As along with one F-86A and three F-80Cs while losing only one MiG themselves. During that month’s remainder, Soviet air units claimed destruction of twenty-nine American aircraft—including eleven F-80s, seven B-29s, and nine F-51s—with twenty-three claims matching confirmed losses; however, U.S. sources attribute many losses to operational failures or anti-aircraft fire rather than air-to-air combat and acknowledge only four B-29 losses related directly to combat damage. Historians concur that during this period the MiGs achieved air superiority over northwestern Korean airspace.

Strategic bombing missions resumed between October 22–27 targeting North Korean airfields at Namsi, Taechon, and Saamchan but suffered further setbacks against MiG fighters. On October 23 alone, fifty-six MiG-15bis intercepted nine B-29s escorted by thirty-four F-86s and fifty-five F-84Es; despite being outnumbered numerically among fighter escorts, Soviet pilots downed or damaged eight B-29As and two F-84Es while losing just one aircraft themselves—a day dubbed "Black Tuesday" by American forces. Notable Soviet aces Lieutenant Colonel Aleksandr P. Smorchkov and First Lieutenant Dmitriy A. Samoylov achieved multiple kills during these engagements; Smorchkov shot down a Superfortress on each of October 22–24 while Samoylov added several victories including two F-86As on October 24 and another B-29A plus an F-84E on October 27. These heavy bomber losses compelled Far East Air Forces command to cease precision daylight raids by B-29s in favor of radar-guided nocturnal operations.

Between November 1951 and January 1952 both sides fiercely contested control over airspace near the Yalu River region—either striving for dominance or attempting to deny it to their adversary—resulting in unprecedented aerial combat intensity between MiG and Sabre pilots. During this timeframe alone, no fewer than forty Soviet aviators attained ace status with five or more confirmed kills according to combat records; Captain Stepan Ivanovich Naumenko was reportedly first to claim five victories on December 24, 1950; however Captain Sergei Kramarenko is often credited as first confirmed ace after achieving his fifth confirmed kill on July 29, 1951. Approximately sixteen of these forty pilots officially became recognized aces with Major Nikolay Sutyagin leading with twenty-two victories (thirteen confirmed by U.S sources), followed by Colonel Yevgeny Pepelyaev with nineteen claims (fifteen verified) and Major Lev Shchukin credited with seventeen kills (eleven confirmed).

With ground-based radar control providing situational awareness advantages alongside superior altitude performance of their aircraft, Soviet leaders flying MiGs could largely dictate engagement terms—choosing when to engage or disengage—and exploit gaps within U.S patrol formations effectively during combat operations prior to battle commencement.

January 1952 to July 1952

By late January 1952, the 303rd IAD was succeeded by the 97th IAD, which included the 16th and 148th IAP, while in February, the 324th IAD gave way to the 190th IAD, comprising the 256th, 494th, and 821st IAP. These newly introduced units had limited training, with most pilots having accumulated only between 50 and 60 hours flying the MiG. As a result, they endured significant losses against the increasingly skilled American Sabre pilots. During this timeframe, at least two Soviet aviators earned ace status: Majors Arkadiy S. Boytsov and Vladimir N. Zabelin, credited with six and nine confirmed kills respectively.

Between February and July 1952, these units lost a total of 81 MiGs and suffered the deaths of 34 pilots at the hands of F-86 fighters. Conversely, they managed to down 68 UN aircraft, including 36 F-86s. The heaviest losses occurred on 4 July 1952 when Sabres shot down eleven MiGs and killed one pilot in combat. A significant factor contributing to these outcomes was the covert "Maple Special" operation led by Colonel Francis Gabreski, which involved unauthorized incursions across the Yalu River into Manchuria. This tactic targeted MiGs during vulnerable phases such as takeoff or landing when they were slower, flying low, and often low on fuel or ammunition.

Despite these challenges, MiG-15 pilots achieved notable successes against American aces during this period:

On 10 February 1952, Major George Andrew Davis Jr., an ace with fourteen victories (ten confirmed by communist records), was shot down and killed. The pilot responsible remains disputed between First Lieutenant Mikhail Akimovich Averin and Zhang Jihui.
On 4 July 1952, shortly after downing First Lieutenant M. I. Kosynkin, future ace Captain Clifford D. Jolley was compelled to eject from his damaged F-86E after being surprised by MiG-15bis pilot First Lieutenant Vasily Romanovich Krutkikh.

July 1952 to July 1953

In May 1952, more proficient PVO divisions—the 133rd and 216th IADs—were deployed to Korea. By July that year, they had replaced both the 97th and 190th IADs. While they did not fully regain air superiority from the now well-prepared American forces, they effectively neutralized it between September 1952 and July 1953. Additionally, the 32nd IAD commenced combat missions in September 1952. Although victory and loss counts remain debated among historians from both sides, Soviet MiG-15 aces claimed dominance over Sabre aces on at least three occasions:

On 7 April 1953, Captain Harold E. Fischer, an ace with ten kills, was shot down over Manchuria shortly after damaging Chinese and Soviet MiGs at Dapu airbase. The exact pilot responsible is contested between First Lieutenant Grigoriy Nesterovich Berelidze and Han Dechai.
On 12 April 1953, Captain Semyon Alekseyevich Fedorets—an ace with eight victories—downed Norman E. Green’s F-86E but was later engaged by top American ace Captain Joseph C. McConnell; both pilots ended up shooting each other down and were rescued.
On 20 July 1953, during a deep raid into Manchuria following the destruction of two Chinese MiGs by Majors Thomas M. Sellers and Stephen L. Bettinger (the latter an ace with five kills), Soviet pilots skillfully forced them to overshoot while landing at Dapu airbase before shooting both down. Captain Boris N. Siskov caused Bettinger to bail out while his wingman First Lieutenant Vladimir I. Klimov killed Major Sellers. This marked Siskov’s fifth kill and made him the final ace of the Korean War; these were also the last Sabres shot down by Soviet pilots in the conflict.

File:MiG-15, Victorious Fatherland Liberation War Museum.jpg

MiG-15 displayed at North Korea's Victorious Fatherland Liberation War Museum.

The emergence of the MiG-15 compelled Far East Air Forces to discontinue daylight B-29 raids in favor of nighttime radar-guided operations starting November 1951. This shift initially challenged Communist defenses since their sole specialized night-fighter unit operated propeller-driven Lavochkin La-11s inadequate for intercepting B-29 bombers effectively. Subsequently, part of this regiment received MiG-15bis aircraft while an additional night-fighting unit entered service, restoring pressure on American heavy bombers. Between approximately 21:50 and 22:30 on June 10, 1952, four MiG-15bis fighters attacked B-29 formations over Sonchon and Kwaksan; Lieutenant Colonel Mikhail Ivanovich Studilin critically damaged one B-29A that had to make an emergency landing at Kimpo Air Base. Minutes later, Major Anatoly Karelin added two more Superfortresses to his tally. Karelin’s wingmen—Major L.A. Boykovets and First Lieutenant Zhahmany Ihsangalyev—each damaged an additional B-29. Karelin ultimately became an ace with six nocturnal B-29 kills. Following these engagements, B-29 night missions were suspended for two months. Initially designed for bomber interception rather than escort duties, America’s advanced jet night fighters—the F-94 Starfire and F3D Skyknight—were tasked with protecting Superfortresses from MiG attacks.

The MiG-15 proved less successful against Marine Corps-operated two-seat F3D Skyknight night fighters escorting B-29s after F-94 Starfires failed to counter effectively. Although lacking in outright performance compared to jets like the MiG-15, the Skyknight possessed search radar enabling clear target acquisition; conversely, MiG pilots struggled to locate escort fighters despite guidance toward bomber formations. On the night of November 2–3, 1952, a Skyknight piloted by Major William Stratton with radar operator Hans Hoagland inflicted damage on Captain V.D. Vishnyak’s MiG-15. Five days later, Oliver R. Davis and radar operator D.F. "Ding" Fessler successfully shot down a MiG-15bis piloted by Lieutenant Ivan P. Kovalyov who ejected safely thereafter. Skyknights claimed five MiG kills without suffering any losses themselves; none of their escorted B-29s were lost to enemy fighters during this period. Nonetheless, encounters were not one-sided: on January 16, 1953, Captain George Cross and Master Sergeant J.A. Piekutowski’s Skyknight sustained severe damage from a Soviet MiG-15bis attack but managed to return to Kunsan Air Base under difficult circumstances. Later that year on May 29, Chinese PLAAF pilot Hou Shujun downed an F3D-2 over Anju; Sergeant James V. Harrell’s remains were discovered near Kunsan in summer 2001 while Captain James B. Brown remained missing in action.

In a notable engagement involving piston-engine fighters post-WWII, Royal Navy Fleet Air Arm pilot Lieutenant Peter "Hoagy" Carmichael flying a Hawker Sea Fury from a light fleet carrier shot down a MiG-15 on August 8, 1952—the Sea Fury being among few propeller-driven aircraft credited with downing jets after WWII’s conclusion. Additionally, on September 10 that year, Captain Jesse G. Folmar destroyed a MiG-15 using an F4U Corsair but was himself shot down by another MiG.

According to Soviet records for the entire conflict period involving the fighter corps designated as the 64th IAK—which encompassed all divisions rotated through Korea—the MiG-15s flew approximately 60,450 daylight combat sorties plus around 2,779 nighttime missions engaging enemy forces in roughly 1,683 daytime dogfights and about 107 nocturnal engagements. They claimed destruction of approximately 1,097 UN aircraft over Korea including: 647 F-86 Sabres, 185 F-84 Thunderjets, 118 F-80 Shooting Stars, 28 F-51 Mustangs, 11 F-94 Starfires, 65 B-29 Superfortresses, 26 Gloster Meteors, and seventeen others of various types.

From the U.S perspective, losses included fifty-seven B-29s or reconnaissance variants destroyed in combat during the Korean War—most attributed to MiG-15 attacks.

MiG-15 Operations by Chinese and Korean Forces in the Korean Conflict

During the Korean War, the MiG-15 was predominantly operated by the Soviet Air Forces (VVS) and Air Defense Forces (PVO). Additionally, it was deployed by the People's Liberation Army Air Force (PLAAF) and the Korean People's Air Force (KPAF), which were collectively organized under the 1st United Air Army. Despite persistent Soviet urgings for a faster integration of MiG-15s into Chinese service, by 1951 only two regiments were flying MiG-15bis models as night fighters. These units, not yet fully trained or equipped, were primarily assigned to defend Chinese airspace but occasionally engaged in intercepting deep-penetration reconnaissance missions conducted by USAF aircraft over China.

By September 1951, with a sufficient concentration of MiG-15s near the Yalu River, both Soviet and Chinese commanders felt confident enough to strategize the deployment of Chinese and newly equipped North Korean MiG-15 regiments beyond Chinese borders. Apart from a brief sortie in January 1951, the PLAAF did not participate in combat until 25 September 1951, when a formation of 16 MiG-15s clashed with Sabres. During this engagement, pilot Li Yongtai claimed an aerial victory but lost his aircraft and himself in the process. The North Korean MiG-15 unit entered combat operations a year later, in September 1952. From that point until the war’s conclusion, units within the 1st United Air Army asserted they had downed 211 F-86 Sabres, 72 F-84s and F-80s combined, along with 47 other miscellaneous aircraft types. Their own losses included 116 aircrew and 231 aircraft: 224 MiG-15s, three La-11s, and four Tupolev Tu-2 bombers. Several aces emerged with five or more confirmed kills, including Zhao Baotong with seven victories, Wang Hai with nine, and both Kan Yon Duk and Kim Di San credited with five each.

According to Soviet archival records, a total of 335 Soviet-operated MiG-15s were recorded as lost over Korean territory. Chinese sources report losses amounting to 224 MiG-15s during the conflict. While exact figures for North Korean losses remain unknown, defectors have estimated that approximately 100 MiG-15s were lost by their air force throughout the war. Collectively, this equates to an acknowledged total loss of 659 MiG-15s from all causes. In contrast, USAF records indicate that 78 F-86 Sabres were lost in air-to-air engagements. Overall United Nations losses inflicted by MiG-15s include 78 F-86 Sabres plus an additional 75 aircraft of other models. However, some contemporary sources suggest that USAF losses may have been higher—up to 224 F-86s out of 674 deployed—with roughly 100 attributed to aerial combat. It has also been observed through comparison with Soviet documentation that US pilots frequently classified their combat losses under categories such as "landing accidents" or "other causes." Official USAF statistics for fiscal year 1953 report a total loss of 250 F-86 fighters in Korea: of these, 184 were combat-related (78 in aerial engagements, 19 due to anti-aircraft fire, 26 from unknown causes, and 61 from various other reasons), while 66 were lost in accidents.

Research conducted by Dorr, Lake, and Thompson suggests the actual kill-to-loss ratio favored about two to one. Soviet claims indicated over 600 Sabres had been destroyed during the conflict—figures that align with Chinese assertions as well. A recent RAND study referenced updated analyses of F-86 versus MiG-15 encounters over Korea and concluded that the overall kill ratio for the F-86 was approximately 1.8 to 1; against Soviet-piloted MiGs specifically, this ratio likely dropped closer to 1.3 to 1. It is important to note that these figures do not account for other aircraft types (such as B-29 bombers or various fighter models) shot down by MiG-15 units.

File:Mig-15 v. F-86 Sabre (Udvar-Hazy).png

MiG-15 (left) alongside F-86 Sabre (right) exhibited at the Steven F. Udvar-Hazy Center within the National Air and Space Museum

Defection

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MiG-15 handed over by the North Korean pilot No Kum-Sok who defected to the US Air Force

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Image of a wrecked Mikoyan-Gurevich MiG-15 fighter examined by United Nations forces during the Korean War.

In April 1951, a downed MiG-15 was discovered near the Chongchon River. On 17 April 1951, a USAF Sikorsky H-19 helicopter en route through Baengnyeongdo transported a joint US/South Korean team to the crash location. The team documented the wreckage with photographs and extracted components including turbine blades, the combustion chamber, exhaust pipe, and horizontal stabilizer. Due to the helicopter being heavily loaded, it then returned with the samples and personnel to Paengyong-do, where they were transferred onto a SA-16 aircraft for transport southward and subsequently to Wright-Patterson Air Force Base, Ohio, for detailed analysis.

In July 1951, Royal Navy carrier-based aircraft from HMS Glory spotted submerged remains of another MiG-15. The fighter was fragmented; an engine piece was visible behind the center section, and its tail section lay some distance away. This wreck was located in a mudbank area characterized by dangerous tides at the end of a narrow, reportedly mined channel roughly 160 km (100 mi) behind frontline positions. The MiG-15 was recovered and transported first to Incheon, then onward to Wright-Patterson Air Force Base for further evaluation.

With a strong desire to acquire an intact MiG for controlled combat testing, the United States initiated Operation Moolah, which promised political asylum and a $100,000 reward (Template:Inflation) to any pilot who defected with their MiG-15.^[34]Template:Inflation/fn On 5 March 1953, Polish Air Force pilot Franciszek Jarecki defected from Soviet-controlled Poland in a MiG-15, enabling Western experts to inspect the aircraft firsthand.^[35] Jarecki flew from Słupsk directly to Rønne airport on Bornholm island in Denmark—a journey lasting only minutes. Upon arrival, U.S. specialists summoned by Danish authorities conducted comprehensive examinations of the aircraft. Following international protocols, the MiG was shipped back to Poland several weeks later. Jarecki received $50,000 as a reward for delivering the first MiG-15 to American hands and subsequently became a U.S. citizen.^{[lower-alpha 1]}

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Propaganda leaflet from Operation Moolah offering $100,000 to the first North Korean pilot who delivers a jet fighter to UN forces.

Following Jarecki's example, four Polish pilots defected with their MiGs. Lacking military maps that included foreign Baltic coastlines, Jarecki navigated using only a basic school atlas; three of these pilots successfully reached Bornholm island while one landed near Sweden’s coast approximately 80 km (50 mi) north of Bornholm.

On 21 September 1953 at Kimpo Air Base, North Korean pilot Lieutenant Kenneth H. Rowe (born No Kum-Sok^{[lower-alpha 2]}) defected with his aircraft. After landing, he stated he was unaware of the $100,000 reward.^[37] This particular MiG-15 underwent meticulous inspection and was test-flown by multiple pilots including Chuck Yeager.^[38] Yeager noted in his autobiography that the MiG-15 exhibited hazardous handling characteristics and recalled that Soviet pilots were astonished he had ever performed dives in it—an action considered extremely risky.^[39] Lieutenant No informed American personnel that spins were regarded as highly dangerous maneuvers in this aircraft; KPAF doctrine instructed pilots to eject if unable to recover within three rotations.^[40] Highlighting its unforgiving nature especially for novice aviators, Yeager described the MiG-15 as akin to a "flying booby trap".^[41] Lieutenant No's jet is currently exhibited at the National Museum of the United States Air Force near Dayton, Ohio.

The Cold War

Throughout the 1950s, MiG-15 fighters operated by the Soviet Union and its Warsaw Pact allies frequently intercepted NATO reconnaissance aircraft near or within their borders. These encounters occasionally escalated to the point where aircraft from either side were shot down. Notable incidents involving the MiG-15 include:

On 16 December 1950, two MiG-15 pilots, Captain Stepan A. Bajaev and 1st Lieutenant N. Kotov, successfully downed a USAF RB-29 over Primore in the Sea of Japan.
On 19 November 1951, 1st Lieutenant A. A. Kalugin, flying a MiG-15bis, compelled a USAF C-47 that had entered Hungarian airspace to land at the airbase in Pápa.
On 13 June 1952, two naval MiG-15s piloted by Captain Oleg Piotrovich Fedotov and 1st Lieutenant Ivan Petrovich Proskurin shot down an RB-29A near Valentin Bay over the Sea of Japan, resulting in the loss of all 12 crew members; their remains were never recovered.
Also on 13 June 1952, during the Catalina affair, a Soviet MiG-15 flown by Captain Osinskiy shot down a Swedish Air Force Douglas DC-3 reconnaissance plane piloted by Alvar Almeberg near Ventspils over the Baltic Sea, killing all eight crew members. Subsequently, one of two Swedish military Catalina flying boats sent for search and rescue was also downed by a MiG-15; however, no casualties occurred in that incident.
On 7 August 1952, two MiG-15 pilots, 1st Lieutenants Zeryakov and Lesnov, shot down a USAF RB-29 over the Kuril Islands, resulting in nine fatalities; the remains of Captain John R. Durnham were repatriated to the United States in 1993.
On 18 November 1952, four MiG-15bis engaged four F9F-2 Panthers near the aircraft carrier USS Oriskany (CV-34) off Vladivostok. Captain Dmitriy Belyakov managed to severely damage Lieutenant Junior Grade David M. Rowlands's F9F-2 before he and 1st Lieutenant Vandalov were shot down by Elmer Royce Williams and John Davidson Middleton. Neither Soviet pilot was recovered.
During the Air battle over Merklín on 10 March 1953, two MiG-15bis fighters from the Czechoslovak Air Force intercepted two F-84Gs within Czechoslovak airspace. Lieutenant Jaroslav Šrámek successfully shot down one F-84, which crashed in Bavarian territory; its pilot ejected safely.
On 12 March 1953, seven crew members died when a Royal Air Force Avro Lincoln was shot down by a Soviet MiG-15 within the Berlin air corridor near Boizenburg, approximately 51 kilometres (32 mi) northeast of Lüneburg.
On 29 July 1953, two MiG-15bis fighters intercepted an RB-50G near Gamov in the Sea of Japan and ordered it to land at their base. The RB-50's gunners fired back, damaging 1st Lieutenant Aleksandr D. Rybakov’s MiG. Subsequently, Rybakov and his wingman, 1st Lieutenant Yuriy M. Yablonskiy, shot down the RB-50. One crew member, John E. Roche, survived and was rescued alive; three bodies were recovered while thirteen others were declared missing-in-action.
On 17 April 1955, MiG-15 pilots Korotkov and Sazhin shot down an RB-47E north of the Kamchatka peninsula, with all three crew members perishing.
On 27 June 1955, two Bulgarian MiG-15s shot down El Al Flight 402 after it violated Bulgarian airspace; all passengers and crew totaling 58 lost their lives in this attack.

Suez Canal Crisis (1956)

File:A right front view of an Egyptian (Soviet built) MiG-15 aircraft parked on a flight line DF-ST-85-03638.jpg

An Egyptian MiG-15 in 1981

In 1955, Egypt procured two squadrons of MiG-15bis and MiG-17 fighters from Czechoslovakia, backed and supported by the Soviet Union, just ahead of the Suez Canal Crisis. By October 1956, when the Suez conflict erupted, four Egyptian Air Force squadrons operated these aircraft, although pilot proficiency remained limited.Template:Fix/category^{[citation needed]}

The MiGs first engaged in combat on the morning of 30 October, intercepting four RAF Canberra reconnaissance bombers over the Canal Zone, managing to damage one. Later that same day, Egyptian MiG-15s struck Israeli positions at Mitla Pass and El Thamed in Sinai, destroying approximately six vehicles. In response, the Israeli Air Force (IAF) established continuous combat air patrols above the Canal. During a subsequent encounter, IAF Mysteres shot down two MiGs, though the Egyptian fighters succeeded in inflicting damage on Israeli ground forces.

On the following day, Egyptian MiGs retaliated by severely damaging two IAF Ouragan jets, causing one to crash-land in the desert. Subsequently, British and French aircraft launched an intensive bombing campaign targeting Egyptian airfields, destroying at least eight MiGs along with numerous other planes on the ground and forcing surviving aircraft to disperse. Despite these losses, Egyptian fighters continued conducting attack sorties but ultimately lost control of the skies.

Throughout engagements with the IAF, Egyptian MiG-15bis pilots achieved several victories: they downed a Gloster Meteor F.8 on 30 October 1956 and forced a Dassault Ouragan to make a belly landing on 1 November—the latter credited to pilot Faruq el-Gazzavi. Additionally, an L-8 Piper Cub was destroyed while on the ground.^[42]

File:Mig15bardwvil.jpg

Egyptian MiG-15bis, Lake Bardawil, 1956

One Egyptian MiG-15 sustained damage but was successfully ditched by its pilot in Lake Bardawil, where it was later recovered by Israeli forces.

Taiwan Straits Crisis

Following the conclusion of the Korean War, Communist China redirected its focus toward Nationalist China based on Taiwan. Chinese MiG-15s engaged frequently over the Taiwan Strait, confronting the numerically inferior Nationalist Air Force (CNAF) and facilitating Communist control over two key island groups. Since 1951, the United States had been supporting Nationalist forces and began supplying F-86 Sabres in 1955. These Sabres clashed with Chinese MiGs during the Quemoy Crisis three years later. Throughout the 1950s, China's People's Liberation Army Air Force (PLAAF) MiG-15s regularly fought against aircraft from the Republic of China (ROC) and U.S. forces; notably, in 1958 a ROC F-86 pilot scored the first missile kill using an AIM-9 Sidewinder air-to-air missile against a PLAAF MiG-15.^[43]

Vietnam

Vietnam utilized several MiG-15 and MiG-15UTI aircraft strictly for training purposes. There are no recorded instances of MiG-15s engaging in combat against American planes during the initial phase of the Vietnam War.

Other events

Yuri Gagarin, the first human to journey into space, tragically died in a crash while piloting a MiG-15UTI during a training mission in March 1968. The accident was attributed to poor visibility and communication errors with ground control.

MiG-17

The MiG-17 Fresco, a more sophisticated successor to the MiG-15, retained a similar silhouette but overcame many of its predecessor’s shortcomings. This model featured a new wing design with a "compound sweep": the inner wing sections swept at 45°, while the outer parts were angled at 42°. The prototype first took flight in 1953, prior to the conclusion of the Korean War. Subsequent variants incorporated radar systems, afterburning engines, and missile capabilities.

Production

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SB Lim-2 from the Polish Air Force

The Soviet Union manufactured 1,344 MiG-15s, 8,352 MiG-15bis fighters, and 3,434 two-seat trainers. Licensed production also took place in Czechoslovakia, where the aircraft were designated as the S-102 (MiG-15, 821 units), S-103 (MiG-15bis, 620 units), and CS-102 (MiG-15UTI, 2,012 units). In Poland, production included the Lim-1 (MiG-15, 227 units) and Lim-2 (MiG-15bis, 500 units). Poland did not manufacture two-seat trainers independently; instead, the SB Lim-1 and SB Lim-2 variants were converted from numerous single-seat airframes built across Poland, Czechoslovakia, and the USSR.

During the early 1950s, the Soviet Union supplied China with hundreds of MiG-15 jets, which were designated as J-2. Additionally, 847 Soviet engineers and specialists were dispatched to assist China's Shenyang Aircraft Factory in establishing jet fighter production capabilities. Although initial plans called for manufacturing the MiG-15bis at Shenyang, China opted to produce the more advanced MiG-17 fighter alongside the MiG-15UTI trainer, designated JJ-2. China never produced a single-seat fighter variant but focused on manufacturing two-seat JJ-2 trainers. During the Korean conflict, Shenyang also served as a repair facility for battle-damaged MiG-15s. The total number of JJ-2 aircraft produced remains uncertain, with estimates ranging from approximately 120 to 500 units.

The "J-4" designation is ambiguous; some sources suggest Western analysts incorrectly applied this label to China’s MiG-15bis jets, which the PLAAF never officially used. Other references indicate that "J-4" refers to the MiG-17F, while "J-5" corresponds to the MiG-17PF. Another account states that "J-4" was assigned by the PLAAF to Soviet-built MiG-17A aircraft, which were soon replaced by license-produced MiG-17Fs known as J-5s.

Prototype designations

I-310: This designation was assigned to the S-01, S-02, and S-03 prototype models.
I-312: Refers to the prototypes of the Samolet ST series.

Military designations

MiG-15: The official military name for the Samolet SV, which was the initial production model equipped with a Klimov RD-45F engine. The internal product identifier for this aircraft was Izdeliye 50.
MiG-15PB: Known as Podvyesnije Baki (Belly Tank), this production variant was capable of carrying two 250 litres (66 US gal) drop tanks on its bomb racks. After these features became standard in production, the "PB" suffix was removed, reverting to the MiG-15 designation.
MiG-15S: Termed Soprovozdenije (Escort), this production model could carry either two 300-or-400-litre (79 or 106 US gal) drop tanks or two 600-litre (160 US gal) underwing tanks on bomb racks. Once these modifications were standardized in production, the "S" suffix was dropped, returning to the MiG-15 name.
MiG-15SV: The Soprovozdenije Vysoto (High Altitude Escort) variant featured underwing fuel tanks and was armed with NR-23 autocannons.
MiG-15U: Military label for the Samolet SU, known as Ustanovka (Weapon-Swiveling Device). Only a single unit was produced.
MiG-15bis: This improved single-seat fighter, designated Samolet SD, utilized a Klimov VK-1 engine and included larger air brakes. Production updates involved replacing NS-23 autocannons with NR-23s, adding an OSP-48 instrument landing system, and modifying the canopy for enhanced visibility. Aircraft manufactured at the Gorky plant bore the product code Izdeliye 53, while those from the Kuybyshev facility carried Izdeliye 55—the same code used for the MiG-15bisR.
MiG-15bisF: A reconnaissance adaptation of the MiG-15bis with armaments removed to accommodate AFA-1M and AFP-21KT cameras.
MiG-15bisR: Known as Rasvedtchik (Reconnaissance), this version corresponds to the Samolet SR and is a MiG-15bis modified for armed reconnaissance by removing one 37 mm and one 23 mm autocannon to fit AFA-1M and AFP-21KT cameras. It is also referred to as MiG-15Rbis. The product code assigned was Izdeliye 55.
MiG-15bisS: A long-range escort fighter variant based on the Samolet SD-UPB, called Soprovozdenije. Also known as MiG-15Sbis. When these modifications became standard in production, the "S" suffix was dropped, reverting to MiG-15bis.
MiG-15bisP: This prototype single-seat all-weather interceptor version of the MiG-15bis, designated Samolet SP-5, was equipped with an RP-1 Izumrud radar. It is also known by the name MiG-15P.
Burlaki: A proposed parasite fighter based on the MiG-15bis intended to be towed behind a Tupolev Tu-4 using a winch system. The project was discontinued following replacement of the Tu-4 by the Tupolev Tu-16.
MiG-15LL: Experimental model called Samolet SYe featuring an enlarged vertical stabilizer and reinforced wings with square-tipped ailerons designed to enhance handling at high speeds.

File:MiG-15bis.jpg

MiG-15ISh at the Monino Aircraft Museum

MiG-15ISh: An experimental attack variant named Istrebitel Shturmovik (fighter, armored attacker), equipped with two wing-mounted beam pylons capable of carrying either two bombs arranged in tandem or rocket launchers each. Sources differ regarding production numbers—some state only one unit was built while others claim up to twelve were produced.
MiG-15M: A target drone UAV designated Mishen, converted from single-seat MiG-15s and also known as M-15.

MiG-15UTI

A UTI MiG-15 at the Israeli Air Force Museum, Hatzerim, displaying 1945–58 Egyptian Air Force markings

UTI MiG-15: The two-seat trainer version called Samolet ST-2 featured a single 12.7 mm A-12.7 machine gun and is commonly referred to as MiG-15UTI.
UTI MiG-15P: A modified UTI MiG-15 variant known as Samolet ST-7 incorporated an RP-1 Izumrud radar and was armed with a single 12.7 mm UBK-E machine gun. One prototype was converted from a MiG-15UTI as ST-7, followed by limited production for operational units under the name UTI MiG-15P.
UTI MiG-15LL: Designated Samolet ST-10, this testbed aircraft for ejection seat trials had at least five conversions from MiG-15UTIs and is also called MiG-15UTI-LL.
UTI MiG-15stk: An unofficial title for an ejection seat trainer featuring an open rear cockpit configuration. At least two UTI MiG-15s underwent this modification.

Samolet (Aircraft) designations

Samolet S-01 (С-01): Initial prototype featuring a Rolls-Royce Nene-1 engine, equipped with a single 37 mm NS-37 cannon and two 23 mm NS-23 autocannons. Also referred to as S-1.
Samolet S-02 (С-02): The second prototype, powered by a Rolls-Royce Nene-2 engine, incorporated modified landing gear doors and canopy, an enhanced avionics suite, along with various minor adjustments. Commonly known as S-2.
Samolet S-03 (С-03): The third prototype utilized a Rolls-Royce Nene-2 engine and featured air brakes, a redesigned tail assembly, increased fuel storage, and capability for mounting bombs under the wings. Also called S-3.
Samolet S (С): A pre-production model similar to the S-03 but with several modifications including air brakes covered with EI-100N steel rather than duralumin, powered by a Klimov RD-45F engine.
Samolet SV (СВ): The initial production variant driven by a Klimov RD-45F engine. This model was introduced into service as the MiG-15.
Samolet SA-1 (СА-1): An experimental version equipped with an OSP-48 instrument landing system alongside other enhancements. Converted from a MiG-15, it served as the basis for the OSP-48 system adopted in subsequent MiG-15bis production models. This aircraft was originally the second MiG-15 built in Moscow, serial number 3810102, fitted with a Klimov VK-1 engine instead of the standard RD-45F, leading to frequent misidentification as a MiG-15bis, which normally used the VK-1.
Samolet SA-2 (СА-2): An experimental variant similar to the SA-1. Only one unit was converted but it was not submitted for official acceptance testing.
Samolet SA-3 (СА-3): This experimental model was fitted with an OSP-48 instrument landing system resembling that of the SA-1 and is often mistakenly considered its predecessor. One example was converted from a production MiG-15. Additionally, sixteen production MiG-15s powered by RD-45F were upgraded to a comparable standard for service trials and are frequently confused with the SA-3.
Samolet SA-4 (СА-4): An experimental model featuring an OSP-48 landing system and numerous other advancements that later became standard in production aircraft. Converted from an operational MiG-15.
Samolet SO (СО): This experimental variant tested pilot protection improvements including a thicker windscreen, armored backrest and headrest, plus a sliding gun sight designed to minimize head injuries during crashes.
Samolet SSh (СШ): An experimental modification replacing the two left-side guns with a single 23 mm Sh-3 cannon. Two aircraft were converted from MiG-15s.
Samolet SU (СУ): Experimental version where all armament was substituted by two 23 mm Sh-3 cannons mounted on variable-angle mounts capable of automatic target tracking. One unit was converted from a production MiG-15.
Samolet SD (СД): Advanced single-seat fighter powered by a Klimov VK-1 engine and equipped with enlarged air brakes. This model entered service under the designation MiG-15bis'.
Samolet SD-P (СД-П): Parashyutom (Parachute), an experimental platform designed to evaluate anti-skid technologies and drogue parachute deployment.
Samolet SD-UPB (СД-УПБ): Uvieliichennije Podvyesnije Baki (Increased Belly Tank), referring to MiG-15bis variants tested with multiple external fuel tank configurations. One configuration featuring two 600 litres (160 US gal) tanks became standard on the MiG-15bisS.
Samolet SD-ET (СД-ЭТ): A prototype derived from the MiG-15bis, incorporating various minor enhancements such as an ART-8 acceleration control device, PN-2FAK fuel-flow restrictor, reinforced wing structure, and improved drop tank release mechanisms. Some features were later adopted in production models.
Samolet SD-5 (СД-5): A test platform for the ORO-57 rocket launcher mounted on D3-40 pylons.
Samolet SD-10 (СД-10): Used as a testbed for deploying the PROSAB-100 anti-aircraft bomb on D4-50 pylons.
Samolet SD-21 (СД-21): A test aircraft for evaluating the S-21 rocket launcher installed on D3-40 pylons.
Samolet SD-25 (СД-25): Served as a testbed for the PROSAB-250 cluster bomb carried on D4-50 pylons.
Samolet SD-57 (СД-57): Test platform for the ORO-57 rocket launcher, this time mounted on D4–50 pylons.
Samolet SYa (СЯ): Experimental aircraft developed to investigate solutions for wing drop issues. Three units were modified from MiG–15bis airframes, two of which received reinforced wings while all three were equipped with flexible trim tabs.
Samolet SR (СР): A reconnaissance adaptation of the MiG–15bis where the 37 mm cannon and one 23 mm autocannon were removed to accommodate AFA–1M and AFP–21KT cameras. Also recognized as 'Samolet SR–1' and introduced into service as the MiG–15bisR.
Samolet SP–1 (СП–1): A prototype fitted with Toriy-M" radar replacing the pair of 23 mm cannons. Five units were converted from MiG–15bis aircraft.
Samolet SP–2 (СП–2): A prototype variant equipped with Toriy-A" radar instead of two 23 mm cannons.
Samolet"" SP–5 (СП–5): A single-seat all-weather interceptor prototype based on the MiG–15bis featuring an RP–1 Izumrud" radar and reduced armament consisting of two NR–23 cannons. Also designated as MiG–15bisP.
Samolet"" SYe (СЕ): Experimental model featuring an enlarged vertical stabilizer and reinforced wings with square-tipped ailerons aimed at enhancing high-speed flight characteristics. Also known as MiG–15LL.
Samolet"" SL–5 (СЛ–5): A testbed aircraft converted from a MiG–15bis to evaluate the Klimov VK–5 engine.
Samolet"" SE (СЭ): A test platform incorporating new wingtip designs and vertical stabilizer modifications intended to improve handling control.
Samolet"" ST–1 (СТ–1): A prototype two-seat trainer based on the Samolet" SV model, armed with one 12.7 mm UBK-E machine gun and one NR–23 cannon.
Samolet"" ST–2 (СТ–2): A production two-seat trainer armed solely with one 12.7 mm A–12.7 machine gun which entered service under the name UTI MiG–15.
Samolet"" ST–7 (СТ–7): A modified UTI MiG–15 variant fitted with an RP–1 Izumrud" radar and armed with one 12.7 mm UBK-E machine gun. This configuration entered service as UTI MiG–15P.
Samolet"" ST–8 (СТ–8): An experimental version converted from a UTI MiG–15 to test the RP–3 Izumrud" radar system.
Samolet"" ST–10 (СТ–10): A test aircraft used for evaluating ejection seat systems, with at least five units converted from MiG–15UTIs. Also referred to as UTI MiG–15LL.
Samolet"" SDK–5 (СДК–5): Radio-controlled target drones created by converting retired MiG–15 and MiG–15bis airframes.
Samolet"" SDK–7 (СДК–7): Pre-programmed cruise missile variants developed by converting decommissioned MiG–15 and MiG–15bis aircraft.

Chinese variants

File:At Kucove this F2 (MiG-15bis) is rotting away in a tunnel. (11278584023).jpg

Former Albanian Air Force F-2 at Kuçovë Aerodrome

J-2: Known in China as the Jianjiji (fighter), this designation refers to the Soviet-produced MiG-15bis single-seat fighter. Although there were initial intentions to manufacture the J-2 domestically, these plans were abandoned in favor of producing the Shenyang J-5. Decommissioned J-2 aircraft were exported with the designation F-2.
JJ-2: Chinese-built version of the MiG-15UTI two-seat jet trainer, called Jianjiji Jiaolianji (fighter trainer). When retired, these JJ-2 trainers were exported under the label FT-2.
BA-5: These represent unmanned target drones created by converting J-2 fighters.

Polish variants

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Lim-1 at the Polish Aviation Museum

Lim-1: This is the Polish licensed production of the MiG-15 fighter jets, powered by the Lis-1 engine (a licensed RD-45F). A total of 227 units were manufactured at the WSK-Mielec facility between 1952 and 1954. The aircraft was assigned the product code Produkt C.
Lim-1.5: An unofficial term used to describe Lim-1 models that received avionics enhancements.
Lim-2: Poland’s licensed production of the MiG-15bis, with 500 units built from 1954 to 1956. The first 100 were equipped with Soviet VK-1A engines, while the remainder used Polish-built Lis-2 engines. This variant carried the product code Produkt CD.
Lim-2R: A reconnaissance adaptation of the Lim-2 produced in Poland, featuring a camera installation replacing the N-37 cannon.
SBLim-1: A conversion of the Polish Lim-1 into a jet trainer comparable to the MiG-15UTI, retaining Lis-1 engines.
SBLim-1A: (originally known as SBLim-1Art) This model converted SBLim-1 aircraft into two-seat reconnaissance versions with an observer positioned behind the pilot.
SBLim-2: A trainer conversion based on either the Polish Lim-2 or SBLim-1, powered by Lis-2 (VK-1) engines.
SBLim-2A: (initially called SBLim-2Art) This variant involved transforming SBLim-1 aircraft into two-seat reconnaissance configurations with an observer seat.
SBLim-2M: A reconversion of SBLim-2A back into a trainer role, restoring dual control systems.
SBLim-2R: A reconnaissance-modified version of the SBLim-2.

Czechoslovak variants

S-102: Czechoslovak license-built MiG-15 fighters powered by Motorlet M-05 engines, which are licensed copies of the RD-45.
S-103: The local production of MiG-15bis fighters in Czechoslovakia, equipped with Motorlet M-06 engines (licensed VK-1).
CS-102: Czechoslovak-made MiG-15UTI two-seat jet trainers produced under license.
MiG-15SB: S-102 airframes modified into fighter-bomber configurations featuring four additional pylons for ordnance, totaling six hardpoints. For operations from unpaved runways, SRP-1 booster rockets were installed, and a drogue parachute was fitted at the rear for landing assistance.
MiG-15T: S-102 aircraft adapted for target-towing duties with all weaponry removed.
MiG-15V: Conversion of aircraft into towed target drones.
MiG-15bisF: S-103 models reconfigured for unarmed reconnaissance missions equipped with AFA-1M and AFP-21KT cameras, paralleling Soviet MiG-15bisF variants.
MiG-15bisR: Soviet-style armed reconnaissance modification of S-103 aircraft carrying AFP-21KT and two additional cameras, including an NFT-02 camera intended for night surveillance.

File:Letadlo MiG-15bis SB (3255).jpg

MiG-15bisSB at the Kbely Aviation Museum

MiG-15bisSB: Soviet-style fighter-bomber conversion of S-103 airframes fitted with four extra pylons similar to those on MiG-15SBs but lacking booster rockets and drogue parachutes.
MiG-15bisT: Soviet-style target-towing conversion of S-103s with all armaments removed.
UTI MiG-15P: A two-seat dual-control jet trainer extensively modified by Aero to incorporate RP-series radars (RP-1 or RP-5 Izumrud), making it nearly identical to the Soviet Samolet ST–8 except for radar type. It was employed for training crews on MiG–17PF (Fresco D) and MiG–19P/PM (Farmer B/E) aircraft. One unit was converted from a CS–102 airframe. This should not be confused with the Soviet UTI MiG–17P (Samolet ST–7).

Bulgarian versions

UMiG-15MT: Starting in 1963, single-seat fighters were converted into two-seat trainer models.^[44]

NATO reporting names

Fagot: The NATO designation for the original single-seat MiG-15. With the arrival of the MiG-15bis, the initial MiG-15 was renamed Fagot-A to distinguish between the two versions.^[45]^[46]^[47]
Fagot-B: This is the NATO code assigned to the single-seat MiG-15bis.^[48]^[47]
Midget: NATO's reporting name for the two-seat MiG-15UTI training aircraft.^[49]

File:Map of MiG-15 Operators.png

Countries operating MiG-15

Current

Former

Operators

Current operators

Template:Country data North Korea

Korean People's Army Air Force^[50]

Former operators

Template:Country data Kingdom of Afghanistan

Afghan Air Force

Template:ALB

Albanian Air Force

Template:DZA

Algerian Air Force^[51]

Template:Country data Angola

People's Air and Air Defence Force of Angola

File:Flag of Bulgaria.svg Bulgaria

Bulgarian Air Force

Template:CAM

Royal Cambodian Air Force

Template:CHN

Template:COG

Congolese Air Force

Template:CUB

Cuban Revolutionary Air and Air Defense Force

Template:CZS

Czechoslovak Air Force

Template:DDR

Air Forces of the National People's Army

File:Flag of Egypt (1952-1958).svg Egypt

Egyptian Air Force

File:Flag of Finland.svg Finland

Finnish Air Force

Template:GUI

Guinea Air Force

Template:Country data Hungarian People's Republic

Hungarian People's Army Air Force

Template:IDN

Indonesian Air Force

Template:Country data Iraq

Iraqi Air Force^[52]

Template:Country data Khmer Republic

Khmer Air Force

Template:MLI

Malian Air Force^[53]

Template:MAR

Royal Moroccan Air Force^[54]

Template:Country data Mongolia

Mongolian People's Army Air Force

Template:MOZ

Mozambique Air Force^[55]

Template:NGA

Nigerian Air Force^[56]

Template:Country data North Vietnam

Vietnam People's Air Force

Template:Country data North Yemen

North Yemen Air Force^[57]

Template:PAK

Pakistan Air Force

Template:POL

File:Flag of Romania (1965-1989).svg Romania

Romanian Air Force

Template:SOM

Somali Aeronautical Corps^[58]

Template:Country data South Yemen

South Yemen Air Force^[59]

Template:USSR

Template:SRI

Sri Lanka Air Force

Template:Country data Syria

Syrian Air Force

Template:UGA

Ugandan People's Defence Force Air Force^[60]

Template:USA

United States Air Force – During the 1980s, the USA acquired several Shenyang J-4 and Shenyang J-5 units from China through the Combat Core Certification Professionals Company. These aircraft were utilized for a "mobile threat test" initiative at Kirtland Air Force Base, managed by the USAF's 4477th Test and Evaluation Squadron. As of 2015, civilian contractors operate MiG-15UTIs and MiG-17s at both USAF and US Naval Test Pilot Schools for pilot instruction.

Template:VIE

Vietnam People's Air Force

Civilian operators

Template:Country data Argentina: A former Polish Air Force CS-102 trainer model, converted in 1975 to an SB Lim2M and retired by 1987, was privately imported into Argentina in November 1997 and registered experimentally as LV-X216.^[61]^[62]

Surviving aircraft

Template:More citations needed section

File:Mig15.JPG

MiG-15 displayed at the National Air & Space Museum, photo taken April 2004.

File:MiG-15 (WSK PZL Mielec LIM-2) pic1.JPG

WSK-Mielec Lim-2 (Polish-manufactured MiG-15bis, c/n 1B01006) exhibited at the Auto- und Technikmuseum Sinsheim.

File:Aero-CS-102-UTI-MiG-15-UTI.jpg

CS-102 (Czech-built MiG-15UTI) housed in the Dirgantara Mandala Museum in Indonesia

Numerous MiG-15s are exhibited worldwide, with a growing number serving as private sport or historical warbird aircraft. Data from the FAA indicates that in 2011 there were 43 privately owned MiG-15s registered in the United States, including variants manufactured in China and Poland. Among these is one owned by aerobatic pilot Paul T. Entrekin.^[63]

Australia: By July 2015, six MiG-15s were airworthy and registered on the Australian civil aircraft list. Additionally, at least seven others are preserved in museums, including one at the Australian War Memorial.

Bulgaria: A single MiG-15 can be viewed at the National Museum of Military History (Bulgaria) located in Sofia.

Canada

An operational MiG-15UTI is maintained by Waterloo Warbirds at Region of Waterloo International Airport.
The Canada Aviation and Space Museum displays a WSK-Mielec Lim-2 (Polish-built MiG-15bis, c/n 1B00316).
An Aero S-103 (Czechoslovak-made MiG-15bis fighter-bomber SB variant, c/n 713133) is exhibited at Edenvale Airport, near Edenvale, Ontario.^[64]

China: The China Aviation Museum near Beijing preserves several MiG-15s, including examples painted in North Korean colors.

Cuba: At the Museo del Aire (Cuba), a FAR (Fuerza Aérea Revolucionaria) MiG-15UTI is on display.

Czech Republic

A two-seat MiG-15 was restored to flying condition in Hradec Králové during 2014.
The Kbely Aviation Museum in Prague exhibits an Aero S-102 (Czechoslovak-built MiG-15, c/n 231720, manufactured in 1953).^[65]

Finland

Three surviving MiG-15UTIs are preserved at:

Päijänne Tavastia Aviation Museum, Lahti
Hallinportti Aviation Museum, Kuorevesi
Central Finland Aviation Museum, Jyväskylä

The Finnish Air Force nicknamed this aircraft Mukelo ("Ungainly"), derived from its type code MU.

France

File:Mig-15bis.jpg

MiG-15bis displayed at ISAE-SUPAERO in Toulouse, France

One Czechoslovak-produced MiG-15bis is exhibited on the grounds of the ISAE-Supaero aerospace school located in Toulouse.^[66]

Indonesia

Three Aero CS-102 (Czechoslovak-made MiG-15UTI) are publicly displayed:

J-754 at Halim Perdanakusuma Air Force Base, East Jakarta, Jakarta^[67]
J-759 at Gedung Juang 45 Nganjuk, Nganjuk Regency, East Java^[68]
J-767 at Dirgantara Mandala Museum, Sleman Regency, Special Region of Yogyakarta^[69]

Norway: The Norwegian Air Force operates a Polish-built SBLim-2 MiG-15UTI designated "RED 18," manufactured by WSK-Mielec in 1952.

Poland

FlyFighterJet.com offers adventure flights aboard a SBLim-2/MiG‑15UTI within Poland.^[70]
A MiG‑15 is positioned beside the terminal building at Zielona Góra Airport near Babimost, reflecting its previous military use.^[71]
Both a MiG‑15 and SBLim‑2 are exhibited at the Museum of Polish Military Technology.

Republic of Korea

A Chinese-built MiG‑15UTI flown by North Korea is displayed at Seoul’s War Memorial Museum.

Romania

Several Mikoyan-Gurevich MiG‑15 aircraft are showcased across Romania:

Aircraft number 244 (MiG‑15bis), formerly of FAR, displayed at Bucharest’s Army Museum.
Number 246 (MiG‑15), ex-FAR, presented at Bucharest’s Aviation Museum.
Number 727 (MiG‑15), ex-FAR, also exhibited within Bucharest’s Aviation Museum.
Number 766 (MiG‑15), ex-FAR, preserved at Ianca.
Numbers 2543 and 2579 (MiG‑15UTI), ex-FAR models held at Bucharest’s Aviation Museum.
Number 2713 (MiG‑15bis), ex-FAR, also part of Bucharest’s Aviation Museum collection.
An additional MiG‑15 stands outside Traian Vuia Lyceum in Craiova (coordinates: 44.309248, 23.812195).

Sweden

A WSK-Mielec Lim‑2 (Polish-made MiG‑15bis, c/n 1B00215) is on exhibition at the Swedish Air Force Museum located in Malmslätt-Linköping.

United Kingdom

A WSK-Mielec Lim‑2 (Polish-built MiG‑15bis, c/n 1B01420) painted in North Korean livery is featured at the Fleet Air Arm Museum.
Another WSK-Mielec Lim‑2 (c/n 1B01120) bearing Polish markings with red "1120" is shown at the Royal Air Force Museum Cosford.
An Aero S‑103 (Czechoslovak-manufactured MiG‑15bis fighter-bomber SB variant, c/n 613677) painted in Czechoslovak colors is on display at the National Museum of Flight in East Fortune near Edinburgh.

United States