MiG-15 - Bill Reesman (Air)
Mikoyan-Gurevich's MiG-15 first flew in late 1948, much to the shock of the Western world. The fighter exemplified Soviet weapon design philosophy of simple, cheap and incredible durability. Most control surfaces are actuated mechanically (literally fly-by-wire and pulley) with only hydraulic assistance for the air brakes and flaps. What little electronics on board were powered by vacuum tubes, since transistors were still in their infancy and vacuum tubes weren't susceptible to the electromagnetic pulse of a nuclear blast. It even has drum brakes and plywood drop tanks. While this might sound ridiculous, just remember that planes from 15 years earlier were still made of wood and canvas.
Fully loaded, the MiG-15 has a static thrust-to-weight ratio of over 2.1:1, a top speed of 665mph (or Mach 0.9), a service ceiling of 49,869 feet, a combat range of 1058 nautical miles and an airframe rated at 8g, even though Bill Reesman (pilot of the Red Bull MiG-15) regularly pushes it to 10g without the help of a g suit.
To put this into perspective, we could compare power-to-weight ratios, even though any real nerd would know a plane will never use its full static thrust rating in flight, nor can thrust (which is force) be compared to horsepower (which is power). But, just for fun, some calculations indicate that the MiG cruises at 600mph and 33,000 feet of altitude, using roughly 80 percent of its static thrust. This generates roughly in the range of 6400hp. The MiG's power-to-weight ratio of 0.57hp/lb is more than triple that of say, a 500hp, 2700-pound Solstice's of 0.19, or a Honda S2000's 0.08. To have the same power-to-weight ratio, the Solstice would have to make over 1540hp.
Our pre-flight briefing is simple and fast as Bill and Julie Reesman, owner and announcer of the Red Bull MiG acrobatics team give me the breakdown in the corner of Reesman's hanger. With only 30 minutes of flight time on a $1200 tank of fuel, Reesman will take me through a series of banking maneuvers, leading up to a barrel roll and then a 5g vertical loop. Puking won't be an issue as Reesman has a vomit-free record. All they ask is that I don't pull the air brake lever on the stick. As for ejection, the seats have been disabled and there's no mention of a parachute. Reesman assures me it's far safer to set down on an open field in the event of a mechanical issue than risk ejection. I promptly forget all this as I am still contemplating how to get the telemetry system to work so we'd have some solid data.
We taxi out to the runway with the canopy still open and the engine blaring, even at idle. The general commotion about the airfield stops as every bystander turns, ears covered, and stares at the fantastic machine. It's like showing up at a weekend track day with an F1 car.
With clearance from the tower, we button up the plexiglass bubbles overhead and throttle from the very back of the runway. "Just hold onto the stick gently, so you can feel it," says Reesman. With the release of the brakes, our little drag race is on. But it isn't the hard push into the seat like a serious drag car. It isn't even as overpowering as a 747 taking off from a short strip. A quick look down at the throttle lever to the left and I understand. The airstrip is plenty long, gas limited and parts rare. Reesman hasn't bothered pegging the throttle since there's not much point beating on the jet just for a joyride.
We're wheels-up at just over 200mph and settling into a gentle climb to 3000 feet. As I start wondering if the MiG was the flying equivalent of the original Volkswagen Beetle, the stick jerks my hand to the right, just a nudge, and starts pulling back. With a precise bank, we begin turning. I stop thinking and start grinning like anyone would. While Reesman maneuvers the plane smoothly through a couple of gentle banks and turns, the immediacy of the forces doesn't feel gentle at all. I can already feel the strain as my body shifts back and forth between the loose harness (designed for someone much larger, and wearing a parachute).
I think I'm getting the real deal until I glance at the g-meter. Three measly gs. This is less than a modern roller coaster, yet a totally different sensation. There aren't the horrible jerks and ear-bashing snaps, just a constant pressure of my now 40-pound head pushing down. Unlike a coaster, where a loop or turn lasts a little over a second, the pressure just continues and my neck keeps straining. Give me more. Reading my mind, Reesman noses the plane up 20 degrees and asks: "Ready for the barrel roll?" In a jet, the barrel roll is a simple affair. Airspeed is typically so high and there isn't the issue of engine torque, so a simple motion in the direction of the roll is all that's needed. This was my chance to prove that my endless hours on the simulator were not wasted as I feel the pilot loosen his grip on the stick and I connect with the MiG. This Reesman fella sure is trusting.
In full control-and still not really sure how sensitive or stiff the controls are-I practice a set of right-left banks before pulling the nose up based on the indicator ball in the center of my console. "A little more," says Reesman. "A little more. OK, just roll it until we come back to level." My roll is the equivalent of a drivers-ed three-point turn. Yet the response is exact and undamped, what manual steering is compared to electric steering. We're already through a third of our fuel load.
Slowly, Reesman noses the jet over into a gentle dive, to pick up airspeed for the loop. "Here come the gs." The stick pulls back for a turn entry at over 500mph and the altimeter needle races clockwise. Three, four, five gs and still climbing as I strain every muscle to keep the blood from rushing out of my eyes. The microphone that was in front of my mouth has swung down, jamming against my Adam's apple and my peripheral vision has started fading. It's almost five and a half gs as we slow at the top of the loop, the gs peel off and I stareup at the ground, ready for the rest of the loop.
There's a red flashing light in my peripheral vision. It takes a while to register but, just as I look closer, I hear the words "low fuel" and "immediate landing" over the garbled radio chatter. With the throttle shoved against the bulkhead for the last time, we come in hot and low, just under a Cessna cruising at half our speed. Photographers run for cover, right before the puffs of tire smoke from the main landing gear. -Jay Chen
Red Bull MiG-15UTI
ENGINE
*Engine Code: Klimov VK-1
*Type: Nine combustion chamber, non-afterburning, centrifugal compressor turbojet
DRIVETRAIN
*Layout: Longitudinal mid-engine
SUSPENSION
*Front: Free castor, hydraulic-filled monotube shocks, integrated nitrogen springs
*Rear: Hydraulic-filled monotube shocks, integrated nitrogen springs
BRAKES
*Front: None
*Rear: Pneumatic 15 puck/drum brakes, hydraulic assisted speed brakes
EXTERNAL
*Wheels: 6x6 (F), 26x6.6 (R) cast aluminum
*Tires: Goodyear Flightleader