The story of the MiG-15 begins in the immediate aftermath of the Second World War, when the Soviet Union rushed to develop a modern jet fighter to keep pace with Western aviation. The Soviets had already produced the MiG-9, their first jet, but its straight wings and unreliable engines limited its effectiveness. To move forward, they relied on captured German research into swept-wing aerodynamics and, in an unexpected twist, on British jet engine technology. In 1946, Joseph Stalin authorized the purchase of Rolls-Royce Nene turbojet engines from the United Kingdom, which were then reverse-engineered and mass-produced as the Klimov RD-45. This breakthrough gave Soviet designers the power plant they needed for a new generation of fighter aircraft. Work on the prototype, known as the I-310, began at the Mikoyan-Gurevich design bureau. Using swept wings at a 35-degree angle, a tail-mounted stabilizer, and the British-derived engine, the aircraft first flew on 30 December 1947. The MiG-15 entered production in 1948 and was officially introduced into service in 1949. Its design bore similarities to German late-war projects, especially the unbuilt Focke-Wulf Ta 183, but with its own refinements. Early production models had issues with stability, leading to the addition of aerodynamic trimmers on the wings. Despite these adjustments, the MiG-15 quickly proved to be a major step forward in Soviet aviation. The fighter was originally intended to intercept American bombers such as the B-29. To fulfill this role, it carried heavy armament: two 23 mm autocannons and a single 37 mm cannon, concentrated in a removable nose pack for ease of servicing. These weapons could destroy large bombers but were harder to use against nimble fighters. Even so, the MiG-15’s rugged design and lack of wing fuel tanks made it difficult to shoot down, often requiring multiple hits from lighter American machine guns to bring one down. The Korean War brought the MiG-15 into direct combat against Western aircraft. Entering the skies over Korea in late 1950, it outclassed older straight-wing jets, forcing the U.S. Air Force to rush its own swept-wing fighter, the F-86 Sabre, into the theater. The resulting jet-versus-jet battles became some of the most famous aerial duels of the war. Although the MiG held advantages in climb rate and ceiling, the Sabre’s handling and gunnery systems helped even the odds. Both fighters pushed pilots to their limits, as each struggled with control near transonic speeds. An improved version, the MiG-15bis, entered service in 1950, fitted with the more powerful Klimov VK-1 engine and other refinements. This model carried bombs or rockets under its wings, allowing it to serve as a fighter-bomber as well as an interceptor. Despite these improvements, the aircraft had limitations: it became unstable when approaching supersonic speeds, and it often entered unrecoverable spins after stalling. Test flights confirmed that it could not safely exceed Mach 0.92, though it came close during high-speed dives. The MiG-15 went on to become one of the most widely produced jet fighters in history, with more than 13,000 built in the Soviet Union and abroad. It served not only in Korea but also in the air forces of many Soviet allies during the Cold War, and even after newer designs appeared, it continued to fly in some roles. Its direct descendant, the MiG-17, would later challenge American aircraft again in Vietnam. Today, the MiG-15 remains in service as a trainer in North Korea, a reminder of its place as one of the defining jets of the early Cold War era.