The maiden flight of the MiG-15 took place on December, 30, 1947 and in March 1948 first MiGs rolled out of the production line of the Plant # 1 in Kuybyshev. Putting the new fighter into serial production so quickly is explained by the fact that the MiG-15 performance far exceeded WS specification requirements.
In 1949 the improved MiG-15bis model appeared. It differed from it's predecessor in being powered by the VK-1 engine. The new engine was more reliable and it significantly improved the performance. Initially the design fitted with VK-1 engine was called MiG-17, but later this name was given to another design with 45 degree swept-back wing. Like the original MiG-15 the MiG- 15bis was put into serial production before the evaluation program was completed.
In 1949 the trainer version was born — the UTI MiG-15 ("1-312", "ST"). For a long time it served in WS flight schools and for many Russian pilots this aircraft became the first they were flying. In 1951 two new versions were put into serial production — the reconnaissance MiG- 15Rbis and long-range MiG-15Sbis intended to protect the bombers during their missions. Two other variants — the MiG-15Pbis (interceptor) and MiG-15bis with a brake parachute were produced in a small series.
The glory came to the MiG-15 in the sky of Korea. MiGs took part in this conflict from 1 November 1950 up to the end of the war. Both MiG-15 and MiG-15bis were employed there and both planes proved themselves to be the best fighters of their time. Hundreds of MiGs killed by the Western newspapers lethal linotypes each day returned home safely and the next morning took off for another mission. During the war the fighter was further improved that made it even more dangerous opponent in the air combat. The idea to send the MiG-17 to Korea was rejected because of the simple reason — the MiG-15 did the job quite well.
The MiG-15 was produced on nine production plants (#1, #21, #31, #99, #126, #135, #153, #292, and #381). During the years of the serial production (1949-1959) 13131 aircraft were built.
Еще со времен становления истребительной авиации конструкторы стремились создать такие самолеты, которые бы имели заметное преимущество в скорости над своими противниками, что в значительной степени предопределяло исход воздушного боя.
Увеличение скорости полета шло, главным образом, за счет повышения мощности силовых установок и улучшения аэродинамики самолета. Однако к середине 40-х годов стало ясно, что силовая установка, состоящая из поршневого мотора и воздушного винта, подошла к пределу своих возможностей. Достигнув скорости порядка 750 км/ч, самолеты, имеющие поршневую винтомоторную группу (ВМИГ), встретили ряд неразрешимых для них проблем. По мере увеличения скорости и приближения ее к скорости звука резко возрастает сопротивление воздуха, в связи с чем мощность, потребная для обеспечения полета самолета, растет уже не пропорционально кубу скорости, как на меньших скоростях, а значительно быстрее. Поэтому даже небольшая прибавка в скорости полета свыше 700 км/ч требует значительного роста мощности поршневой ВМИГ, а, следовательно, и ее габаритов, и веса со всеми вытекающими последствиями. Таким образом, уже к концу второй мировой войны назрела необходимость перехода на новые силовые установки.
