USSR Air Force in local conflicts. Aviation in local wars and conflicts
I-200 (MiG-1)
The only serious difference between the I-200 project, presented by Mikoyan and Gurevich at the end of December 1939, and Polikarpov’s preliminary design was the wooden wing consoles. Polikarpov planned to make them from metal, but his “successors” complied with the management’s wishes to save aluminum. However, the center section and stabilizer remained metal.The first copy of the I-200 without weapons first flew on April 5, 1940. On April 25, the second prototype joined the tests, and on May 13, the third. These were already full-fledged combat vehicles. On May 24, the first prototype, under the control of pilot Ekatov, reached a record speed of 648 km/h at an altitude of 6900 m, thereby completely confirming Polikarpov’s calculations. The second copy in August demonstrated even more high speed- 657 km/h. At 3600 m the plane accelerated to 605 km/h and reached an altitude of 5000 m in five minutes. These were great results.
Already on May 25, the Defense Committee, without waiting for the official completion of the test program, issued an order to launch the I-200 in mass production. By December 10, the first 10 serial cars, built at aircraft factory No. 1, were transferred to military tests to the Kachin flight school. They differed from the prototypes in the design of the movable part of the lantern, which did not hinge sideways on hinges, but moved back on runners.
In October 1940, the Council of People's Commissars issued a decree that all new types of fighters must have a flight range of at least 1000 km, without the use of external fuel tanks. Since the I-200 was initially positioned as an interceptor, its range was only 580 km, which means that the supply of gasoline in the internal tanks needed to be almost doubled. The aircraft had one fuselage and two wing gas tanks, and to meet the new requirement, another 235-liter gas tank had to be “squeezed” into the fuselage, placing it behind the pilot’s cabin.
As a result, the aircraft became 240 kg heavier, the flight performance deteriorated noticeably, and most importantly, the alignment changed, making the fighter with a full rear tank very difficult and “capricious” to control. To correct the alignment, the motor was moved 10 cm forward, but this helped little. Nevertheless, the government’s task was completed, and the decision to mass produce the I-200 remained in force.
Since the aircraft plant already had a large stock of three-tank aircraft, they decided to release the first 100 copies of the I-200 in their original form, assigning them the index MiG -1, and all subsequent ones to be made with four gas tanks under the designation MiG-3. Construction of the MiG-1 was completed in January 1941, and production of the MiG-3 rapidly increased.
Meanwhile, the fighter's armament was considered too weak and did not meet the requirements of modern air combat. They decided to strengthen it by installing two more heavy machine guns, but there was no free space either under the hood or inside the wooden wing consoles with their massive spars. We had to hang the BC machine guns under the wing in special duralumin gondolas. They managed to make 820 of these machines, but before the war it turned out that the production of machine guns did not keep pace with the construction of aircraft, especially since these same machine guns were also required for LaGG fighters. In addition, the underwing nacelles spoiled the aerodynamics of the MiG-3 and noticeably worsened it flight characteristics, already fallen after installing the fourth gas tank.
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"Ruler" MiG-3 from the 12th Guards IAP at the Vnukovo airfield during the Battle of Moscow. The front two cars look very original: their fuselages, center wings and tails are white, the propeller spinner of the first car is black, the second one is white, and the wing consoles, apparently replaced during repairs, remained in the green “summer” color. For some reason, some artists paint these planes with red consoles, but such deliberately flashy colors are not confirmed by anything. The third plane in the line is entirely painted in “summer” camouflage. |
As a result, the production of five-machine-gun MiGs was stopped, and the nacelles from the vehicles that had already been built and received were ordered to be removed and sent back to the factory.
In September, they tried to solve the problem of weak weapons in a different way: instead of two ShKAS and one BS, the MiG-3 was equipped with two BS with ammunition increased to 700 rounds. Firepower did not grow much, and was still considered insufficient, nevertheless, 315 of these aircraft were built, of which 215 were additionally equipped with six underwing installations for rockets.
Finally, in December, when aircraft factory No. 1 had already been evacuated from Moscow to Kuibyshev, a modification appeared with truly powerful weapons - two synchronized 20-mm ShVAK cannons. However, due to the difficulty of establishing production in a new location and the subsequent cessation of serial production of the MiG-3, only 54 of these aircraft were assembled.
The improvement of the MiG concerned not only weapons. Thus, from May 10, the aircraft was produced with a rear gas tank reduced to 140 liters, since the requirement to increase the range to 1000 km was considered erroneous. This had a positive effect on the alignment of the car, and, consequently, on stability and controllability.
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On July 10, automatic slats began to be installed on the MiG-3, which greatly reduced the risk of a spin. The cabin was equipped with frontal armored glass, and the fuel tanks were equipped with an inert gas filling system to prevent the explosion of gasoline vapors when shot through. The VISH-22 propeller was replaced with a more advanced AV-5L with increased blade rotation angles.
In general, the aircraft gradually improved, but the MiG-3's career was still short. At the end of 1941, the Defense Committee decided that it was not rational to have three different types single-engine fighters (MiG, Yak and LaGG). Since Yakovlev’s fighters performed best in the first battles, they decided to keep them, and the factories that built MiGs and LaGGs were repurposed to produce other aircraft. But the LaGG-3 was saved by an engine replacement, which turned it into the much more successful La-5. With the MiG-3 the picture was the opposite, since its AM-35 engine was an almost exact copy of the AM-38 engine, which was installed on the famous attack aircraft.
On December 23, J.V. Stalin made the final choice in favor of the “flying tank” and signed an order to cease production of the MiG-3. After this, the assembly of MiGs continued for some time until the backlog of parts and assemblies ran out, and then Plant No. 1 launched mass production of Ilyushin attack aircraft. A total of 3,172 MiG-3 fighters were built.
MiG-3 high altitude fighter
The MiG-3 aircraft was widely used as a high-speed and high-altitude fighter during the Great Patriotic War for air defense Moscow, Leningrad and other cities. By December 1941, MiG-3 fighters accounted for more than a third of the aircraft fleet Soviet air defense, but after the production of the machine ceased, their number gradually began to decline. Nevertheless, they were actively used in repelling enemy raids on rear cities in 1942-1943. Latest MiGs were written off due to wear and tear and lack of spare parts in June 1944. According to official Soviet data, MiG-3 pilots from air defense units shot down 710 enemy aircraft during the war, 43 of them at night. This is the highest result of any type of aircraft that has ever served in our air defense.
MiG-3 fighter: History of creation
In the second half of the 1930s, in the life of the “king of fighters” N.N. Polikarpov came Hard times. First, the military rejected his I-17 plane, then, one after another, several prototypes of the next Polikarpov I-180 fighter crashed. And although the accidents were not the fault of the designer (rather, they can be explained by an unfortunate combination of circumstances), they seriously undermined trust in both the car itself and its creator. But Polikarpov did not give up. In 1939, he had an idea - to develop, based on the new Mikulin AM-35 engine, a high-speed and high-altitude fighter-interceptor with characteristics far superior to all domestic and foreign analogues. The AM-35 developed maximum power at an altitude of more than six kilometers, while previous Soviet aircraft engines reached the peak of their capabilities at altitudes of about 4-5 km. But it is at high altitudes, where the density of the atmosphere is lower and, accordingly, air resistance is lower, that it is easier for the aircraft to achieve high speeds.
Mig-3 high-altitude fighter in flight, photo clickable
Therefore, Polikarpov hoped that his fighter would be able to accelerate to 650 km/h and easily catch up with any enemy aircraft. The preliminary design of the interceptor, codenamed I-200, began in the summer of 1939. When creating it, the designer paid special attention to aerodynamic perfection; the result was a very elegant and graceful aircraft with smooth contours. By October, the preliminary design of the fighter was ready. Polikarpov sent it to the government with an accompanying note and began to wait for an answer.
Flight of the Soviet Mig-3 fighter, image "clickable"
Meanwhile, in connection with the “warming” of Soviet-German relations after the conclusion of the Molotov-Ribbentrop Pact, the leaders of the USSR and Germany agreed to send a Soviet delegation to the Third Reich to familiarize themselves with the local aircraft industry and purchase aircraft samples. Of course, Polikarpov, who was considered the most experienced and authoritative Soviet aircraft designer, was also included in the delegation.
Photo of a World War II fighter model - Mig-3.
Click on the picture to enlarge it
The delegation spent a month in Germany, and when Polikarpov returned home in early December, he was amazed to learn that during his absence all the design documentation for the I-200 was transferred to the newborn design bureau under the leadership of little-known and so far unproven engineers A.I. . Mikoyan and M.I. Gurevich. And the work is almost done finished project They were instructed to complete it.
Red Army Air Force Mig-3 fighters are attacking,
click on the image to enlarge it
This news became another blow of fate for Polikarpov. He tried to protest, but got nothing. Since then, it was Mikoyan and Gurevich who for many decades were officially considered the creators of the fighter that went down in history as the MiG-3. But the truth came out only in the early 1990s, when historians first gained access to previously secret documents.
Model of the Soviet high-altitude fighter Mig-3,
click on the photo to enlarge it
The MiG-3 designation consists of the first letters of the last names of aircraft designers A.I. Mikoyan and M.I. Gurevich, but the real author of this machine was the “king of fighters” Nikolai Nikolaevich Polikarpov.
Soviet high-altitude fighter MiG-3 attacks from above
It is difficult to say for what reason his “brainchild” was taken away from Polikarpov. Perhaps his superiors wanted him to fully concentrate on fine-tuning the I-180, which took too long, or perhaps the fact that aircraft engineer Artem Ivanovich Mikoyan was the brother of the influential Stalinist People’s Commissar Anastas Ivanovich Mikoyan also played a role.
In 1940, several samples of new Soviet fighters. The best of them was the MiG-1, created by the design team under the leadership of chief designers A. I. Mikoyan and M. I. Gurevich. It was a low-wing aircraft with good aerodynamics: its landing gear was retractable in flight, and the cockpit was covered with a streamlined canopy. The MiG-1 was flown in April 1940 by the famous test pilot A.I. Ekatov, a participant in the heroic flight of Soviet aircraft Moscow-Beijing in 1925. Tests showed excellent flight characteristics of the aircraft. The maximum speed of the MiG-1 prototype was 649 km/h. In the autumn of the same year, the MiG-1 was put into mass production. Improvements were made to the production model of the aircraft. The modified aircraft became known as the MiG-3. In 1941, he was the fastest in the world.
I-200
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Armament machine guns, mm |
2x7.62 and 1x12.7 |
Gun armament, mm |
none |
MiG-1
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rTPCHEDEOOSCH 19 BRTEMS ЪБЧПДПН No.1 YURSCHFBOYS DCHHI UETYKOSCHI YUFTEVYFEMEK NYZ-3 No.2592 Y No.2597 RPDFCHETDYMY TEKHMSHFBFSCH LFYI TBUYUEFPC. RETCHSHCHK UBNPMEF nYz-3 No. 2592 RETED CHUMEFPN YNEM ЪBRTBCHLH 464.3 LZ, B RPUME RPMEFB PUFBFPL FPRMYCHB UPUFBCHYM 60.3 LZ. rPMEF RTPIPDIYM ABOUT CHCHUPFE 7300 N UP ULPTPUFSHA 575 LN/YU RP NBTYTHFH RTPFSTSEOPUFSHHA 1100 LN ABOUT PVPTPFBI NPFPTB 1920 PV/NYO. rTY LFPN UBNPMEF RTPMEFEM VE HYUEFB RPDYAENB Y RMBOYTPCHBOYS 1015 LN. rPUME PVTBVPFLY TEKHMSHFBFPCH YURSHCHFBOYK VSHMP KHUFBOPCHMEOP, YuFP EZP TEBMSHOBS DBMSHOPUFSH RPMEFB UPUFBCHMSEF 1180 LN, B RTY KHUMPCHYY CHJMEFB Y RPUBDLY RP NBTYTHFH - 12 65 LN.
chFPTK UBNPMEF nYz-3 No. 2597 RETED CHЪMEFPN YNEM ЪBRTBCHLH 469.5 LZ, B RPUME RPMEFB PUFBFPL TBCHOSCHK 86.6 LZ. rPMEF RTPIPDIYM ABOUT CHCHUPFE 7280 N UP ULPTPUFSHA 574 LN/YU RP 970 LYMPNEFTPPCHPNH NBTYTHFH ABOUT PVPTPFBI NPFPTB 1850 PV/NYO. rTY LFPN UBNPMEF RTPMEFEM VE HYUEFB RPDYAENB Y RMBOYTPCHBOYS 790 LN. TEЪKHMSHFBFSH PVTBVPFLY YURSHCHFBOYK RPLBЪBMY, YuFP EZP DBMSHOPUFSH RPMEFB UPUFBCHYMB 1015 LN, B U HYUEFPN CHMEFB Y RPUBDLY RP NBTYTHFH - 1195 LN.
pDOBLP 1000 LYMPNEFTPPCHSHCHK THVETS UFBM FTBZYUEULPK GYZhTPK, LBL DMS chchu, FBL Y DMS olbr. h UPPFCHEFUFCHYY U RTYLBYPN olp PF 31 NBS 1941 Z. OBYUBMSHOIL ohy chchu ZEOETBM-NBKPT BCHYBGYY b.y.zhYMYO VSHM RTEDBO UHDH CHPEOOZP FTYVHOBMB, B ЪBFEN TBUUFTEMSO. lTPNE FPZP, OBYUBMSHOILB YFBVB oyy chchu, B FBLCE NOPZYI OBYUBMSHOYLPCH PFDEMEOYK Y CHEDHEYI YOTSEOOETPCH PFUFTBOYMY PF DPMTSOPUFY LBL OEUPPFCHEFUFCHHAEYI UCHPENKH RPMPTSEOYA. CHUE SING VSHCHMY OEPVPUOPCHBOOP PVCHYOOOSCH PE CHTEDYFEMSHUFCHY FPTNPTSEOY CHOEDTEOYS OPCHPK BCHYBGYPOOPK FEIOIL. h YUBUFOPUFY CH RTYLBYE KHLBSCCHBMPUSH, YuFP YURSHCHFBOYS OPCHSHHI UBNPMEFPCH, CH FPN YUYUME Y NYZ-3, RTPIPDSF OERTBCHYMSHOP.
dP LFPZP 13 NBTFB 1941 Z. RTY YURSHCHFBOYSI NYZ-3 No. 2147 ABOUT DBMSHOPUFSH H LBYUE RPZYV UFBTEKYK MEFUYL-YURSHCHFBFEMSH b.o.eLBFPCH. PE CHTENS PRTEDEMEOYS ULPTPRPDYAENOPUFY Y NBLUINBMSHOSHHI ULPTPUFEK RP CHSHUPFBN U ЪBNETPN TBUIPDB ZPTAYUEZP RTPYЪPYMB LBFBUFTPZHB. TBUUMEDPCHBOYE RPLBEBMP, YuFP EE RTYYUYOPK UFBMP TBTHYEOYE CH CHPDHIE LTSHMSHYUBFLY OZOEFBFEMS NPFPTB bn-35b ABOUT TETSYNE OBVPTB CHSHUPFSHCH, CHUMEDUFCHYE YUFTEVYFEMSH YURSHCHFBM TELYK HDBT. rTY LFPN MEFUYL HDBTYMUS ZPMPCHPK, RPFETSM UPOBOE Y CH FBLPN UPUFPSOY OBIPDIYMUS DP NPNEOFB UFPMLOPCHEOYS UBNPMEFB U ENMEK. UFPYF PFNEFYFSH, YuFP OEDPUFBFPYUOSCHK ЪBRBU RTPYUOPUFY LTSHMSHYUBFLY OZOEFBFEMS VSHM CHSHCHMEO Y ABOUT ZPUYURSHCHFBOYSI nyz-3. rTY OPNYOBMSHOSCHI PVPPTPFBI NPFPTB (2050 PV/NYO) BY UPUFBCHMSM 26%, RB RTY NBLUINBMSHOP DPRKHUFYNPK TBULTHFLE (2350 PV/NYO) CHUEZP 6%. lTPNE FPZP, NBFETYBM LTSHMSHYUBFLY (URMBCH bl-1) OE PFMYYUBMUS PUPVPK KHUFBMPUFOPK UFPKLPUFSHA. h UCHSY U LFYN CHPEOOSH RPFTEVPCHBMY PF ЪБЧПДБ No.24 УЛПTEКИЕЗП TEYE-OOS LFPC RTPPVMENSCH.
lBL RPLBЪBMP CHTENS, UFTENMEOYE RPCHSHUYFSH DBMSHOPUFSH RPMEFB YUFTEVYFEMEK DP 1000 LN UFBMP DMS RPUMEDOYI CHEUSHNB OEOKHTSOSCHN NETPRTYSFYEN, FBL LBL NBUUB UBNPMEFPCH CHPTPUM B, Y EUFEUFCHOOOP UOYYMYUSH YI MEFOSHCH Y RYMPFBTSOSH IBTBLFETYUFYULY. u FYN Y UFPMLOHMYUSH UPJDBFEMY nyz-3 Y mBzz-3, UFTENSUSH CHSHRPMOYFSH KHLBBOYE UCHCHYE, CHTENS FP VSHMP UHTPCHPE. rPDPVOSHI TBVPF ABOUT UETYKOPN YUFTEVYFEME SL-1 OE RTPCHPDYMPUSH, IPFS RTYLB olbr No.521 PF 2 PLFSVTS 1940 Z. PVSCHCHBM KHCHEMYUYFSH DBMSHOPUFSH UCHPYI YUFTEVYFEMEK CHUE L POUFTHHLFPTULYE WATP. h TEЪKHMSHFBFE YuEZP EZP MEFOSHCH Y RYMPFBTSOSHCHE IBTBLFETYUFYLY Oye RPUFTBDBMY. edYOUFCHEOOSCHN UBNPMEFPN, ABOUT LPFPTPN CH plv b.u.sLPCHMECHB DMS PVEUREYEOYS FTEVKHENPK DBMSHOPUFY KHCHEMYUYUMY ЪBRBU FPRMYCHB U 305 LZ (X SL-1) DP 385 LZ, UFBM PRSHCHFOSCHK th -30, FBL Y PUFBCHYKUS PRSHFOSCHN.
NETSDH FEN RTYLBBPN olbr No.322 PF 12 BRTEMS 1941 Z. ЪBCHPDH No.1 RTEDRYUSCHCHBMPUSH KHCHEMYUYFSH ETSEUKHFPYUOSCHK CHSHCHRHUL YUFTEVYFEMEK nyz-3 DP 20 UBNPMEFPCH, OBUYOBS U BC ZHUFB NEUSGB. fBLYN PVTBBPN, RTPZTBNNB CHSHCHRKHULB nYz-3 ABOUT 1941 Z. KHCHEMYUYCHBMBUSH DP 4295 UBNPMEFPCH. h IPDE UETYKOPZP RTPYCHPDUFCHB OERTETSCHOP RTDDPMTsBMPUSH UPCHETYEOUFChPCHBOYE YUFTEVYFEMS NYZ-3 ABOUT PUOPCH RTPCHPDYNSHI YURSHCHFBOYK, B FBLCE RTDDHCHPL CH OBKHTOPK BTPDYOBNYUUEULPK FTHVE f-101 gbzy.
dMS KHMHYUYEOOYS KHFPKYUYCHPUFY Y VE'PRBUOPUFY RPMEFB U 10 NBS nyz-3 CHSHCHRKHULBMY U KHNEOSHYEOOOSCHN DP 140 M ЪBDOYN ZHAYEMSTSOSCHN VBLPN. rTPCHEDEOOSCH 21 NBS ABOUT EBCHPD No.1 YURSHCHFBOYS UETYKOPC NBYOSCH U RSFSA PZOECHSHNY FPYULBNY RPLBYBMY, UFP DBMSHOPUFSH RPMEFB U KHUEFPN RPDYAENB Y RMBOYTPCHBOYS UPUFBCHYMB 9 40 LN. oEULPMSHLYNY DOSNY TBOSHYE CH OYY CHCHU PGEOYMY RYMPFBTSOSH LBYUEUFCHB UBNPMEFB NYZ-3 No.2859 U KHNEOSHYEOOOSCHN ЪBRBUPN ZPTAYUEZP. rP NOEOYA CHPEOOSCHI, FEIOILB RYMPFYTPCHBOYS ABOUT CHMEF, CHYTBTSBI Y ABOUT RPUBDLE ЪBNEFOP HRTPUFYMYUSH. fBLCE KHNEOSHYMBUSH DMYOB TBVEZB Y OUEULPMSHLP KHMKHYUYMBUSH KHUFPKYYCHPUFSH UBNPMEFB RTY OBVPTE CHCHUPFSHCH. ABOUT CHYTBTSE NYZ-3 FBLTSE UFBM KHUFPKYUCHEE, B CHTENS CHYTBTSB KHNEOSHYMPUSH ABOUT 2-3 U.
y 10 YAMS CH UETYA VSHMY CHOEDTEOSCH BCHFPNBFYUEULYE RTEDLTSHMLY, VMBZPDBTS LPFPTSCHN ЪBNEFOP KHMKHYUYMYUSH YFPRPTOSHCHE IBTBLFETYUFYLY. lTPNE FPZP, PE CHFPTPK RPMPCHYOE 1941 Z. UBNPMEFSH nyz-3 RPMKHYUMY NPFPT bn-35b U TEDHLGYEK 0.732 (CHNEUFP 0.902) Y CHYOF bch-5m-123 U DYBRBPOPN RPCPTPFB MPRBU FEK 30° (CHNEUFP chy-22e), LPSHTEL ZHPOBTS U VTPOEUFELMPN, RPDCHEUOSCH FPRMYCHOSCHE VBLY Y UYUFENKH UBRPMOEOYS FPRMYCHOSHI VBLPCH OEKFTBMSHOSCHN ZBBPN. fBLCE VSHHMY CHOEDTEOSCH H UETYY BMETPOSH U KHCHEMYUEOOOPK DP 26% LPNREOUBGYEK Y ZPTYPOFBMSHOPE PRETEOYE U TBURTEDEMEOYEN RMPEBDEK - 63% - UFBVIMYYBFPT Y 37% - THMSH CHCHUPFSH . CHUE LFY NETPRTYSFYS FBLCE RPJCHPMYMY HMKHYUYFSH MEFOSHCH Y LURMKHBFBGYPOOSCH IBTBLFETYUFYLY YUFTEVYFEMS NYZ-3, B FBLCE RPCHSHCHUYFSH EZP TSYCHHYUEUFSH.
rPNYNP LFPPZP, HUYFSHCHBS ЪBNEYUBOYS UFTPECHSHI YUBUFEK P OEHDPCHMEFCHPTTYFEMSHOPK LPOUFTHLGYY LBRPFPCH U ЪBNLBNY "ДЪХУ" Y UMPTSOPUFY YI LURMKHBFBGYY, ABOUT NBYOE No .2554 VschM PFTBVPFBO OPCHSHCHK LBRPF ABOUT UFSTSOSHI ЪBNLBI, RP FYRH YUFTEVYFEMS Bf-109, LPFPTSCHK VSHCHM CHOEDTEO ABOUT UBNPMEFBI nyz-3 U 16 UETYY. pDOPCHTENEOOOP U LFYN DMS RTEDPFCHTBEEOYS RPRBDBOYS REULB Y RSHMY PE CHUBUSCHCHBAEYE RBFTHVLY OZOEFBFEMS ABOUT OYI VSHHMY KHUFBOPCHMEOSCH BCHFPNBFYUEULYE ЪBU-MPOLY, LPFPTSCHE PF LTSHCHBMYUSH Y ЪBLTSCHBMYUSH RTY KHVPTLE Y CHSHCHRKHULE YBUUY.
UFPYF PFNEFYFSH, YUFP CH BCHZKHUFE 1941 Z. Ch gbzy RTEDMPTSYMY KHUFBOPCHYFSH ABOUT YUFTEVYFEM NYZ-3 LPOUPMY LTSHMB U FTBREGYECHYDOSCHNYY ЪBLPOGPCHLBNY. lFP DPMTSOP VSHMP KHNEOSHYYFSH RPUBDPUOKHA ULPTPUFSH UBNPMEFB ABOUT 4-5 LN/YU. fBLCE LFP DBCHBMP CHPNPTsOPUFSH KHCHEMYUYFSH TBNBI FPTNPOSHI EIFLPCH. pDOBLP DBOOPE NETPRTYSFYE FTEVPCHBMP UKHEEUFCHEOOPK RETEDEMLY UFBREMEK, YuFP CH HUMPCHYSI CHPEOOOPK PVUFBOPCHLY VSHMP OE RTYENMENCHN. b, LTPNE FPZP, ULPTPUFSH 4-5 LN/ YU OBIPDIMBUSH CH RTEDEMBI FPYUOPUFY MEFOSCHI YURSHCHFBOYK Y RTY RTPCHEDEOY RPUMEDOYI ITS NPTsOP RTPUFP OE PVOBTHTSYFSH.
h IPDE UETYKOPZP RTPYCHPDUFCHB CHPPTHTSEOYE nyz-3 FBLCE RPUFPSOOP UPCHETYOUFCHPCHBMPUSH. at 20 ZHECHTBMS 1941 Z. ABOUT EBCHPD No.1 CHSHCHRKHULBMY UBNPMEFSH nyz-3 U RSFSA PZOECHSHNY FPYULBNY. rPD LTSHMPN DPRPMOYFEMSHOP KHUFBOBCHMYCHBMYUSH DCHB RKHMENEFB vl U VPEЪBRBUPN RP 145 RBFTOPCH. pDOBLP YЪ-ЪB DEZHYGYFB RKHMENEFPCH ow ЪBCHPDH No.1 RP KHLBBOYA olbr RTYYMPUSH YUBUFP RETERTBCHMSFSH YI ABOUT DTHZIE BCHYBBBCHPDSH. lTPNE FPZP, OBYUYFEMSHOP CHPTPUYYK CHEU UBNPMEFB RTYCHEM L EEE VPMSHYENKH UOTSEOYA EZP MEFOSCHI IBTBLFETYUFYL. h UCHSY U LFYN CHSHCHRHUL nyz-3 U RSFSA PZOECHSHNY FPYULBNY PZTBOYUMY 821 UBNPMEFPN, B CH DBMSHOEKYEN UP CHUEI CHSHCHRHEOOOSCHY YUFTEVYFEMEK RKHMENEFSH vl VSHMY UOSFSHCH.
h GEMSI RPCHSHCHYEOYS LZHZHELFYCHOPUFY VPECHPZP RTYNEOOYS YUFTEVYFEMS NYZ-3 CH UPPFCHEFUFCHYY U RTYLBBPN olbr No.752 PF 27 YAMS 1941 Z. UBCHPD No.1 DPMTSEO VSHM RETEKFY ABOUT CHSH RHUL UBNPMEFPCH U FTENS PZOECHSHNY FPYULBNY, CHLMAYUBAEYNY DCHB VUB Y PDYO ylbu. h IPDE PFTBVPFLY UFTEMLPCHPZP CHPPTHTSEOYS VSHMP YURSHCHFBOP FTY CHBTYBOFB: RETCHSHCHK - DCHB RKHMENEFB vu Y DCHB ylbu, CHFPTPK - DCHB vu Y PDYO ylbu, Y FTEFYK - DCHB vuB. rP TEJHMSHFBFBN YURSHCHFBOYK U 20 UEOFSVTS 1941 Z. U 151 UBNPMEFB 27 UETYY CH RTPYCHPDUFCHP ЪBRKHUFYMY DCHHIFPYUOSCHK CHBTYBOF nyz-3, RTY LFPN ЪB UUEF RH MENEFB ylbu VPEЪBRBU vUPCH KHCHEMYUYUMY U 300 DP 700 RBFTOPCH. dP OBYUBMB UBBLHBGYY VSHMP YZPFPCHMEOP 315 UBNPMEFPCH CHPPTHTSEOOSCHI DCHHNS RKHMENEFBNY VU, LTPNE FPZP, 215 YI OYI PVPTHDPCHBMY DCHHNS UFTPEOOOSCHNY RHULPCCHNY KHUF BOPCHLBNY utpv-82 DMS UFTEMSHVSH TEBLFYCHOSCHNY UOBTSDBNY tpu-82.
fBLCE UPCHNEUFOP U oyy-13 Y plv ЪBCHPDB No.235 EEE U LPOGB 1940 Z. RTPCHETSMBUSH CHPNPTsOPUFSH KHUFBOPCHLY ABOUT YUFTEVYFEMY NYZ-1 Y NYZ-3 DCHHI UYOITPOOSHI RKHYEL. h TEЪKHMSHFBFE YHYUEOYS LPOUFTHLGYY CHUEI BCHYBGYPOOSCHI RKHOYEL LBMYVTB 20 Y 23 NN RP TELPNEODBGYY oyy-13 VSHMB CHSHVTBOB RKHYLB ychbl, LBL OBYVPME PUCHPEOOBS SHYMEOOPUFSH. pDOBLP OBYUBCHYBSUS ChPKOB Y RPUMEDHAEBS UBHLHBGYS OE RPЪCHPMYMB KHYMYFSH CHPPTHTSEOYE NYZB CH 1941 Z.
rTYLBBPN olbr No.648 PF 9 YAMS 1941 Z. CH GEMSI UP'DBOYS DHVMYTHAEEZP RTPYCHPDUFCHB nyz-3 VSHMP TEYOP UFTPSEYKUS Ch lHKVSHCHIECHE UBCHPD No.122 RETEDBFSH CH CHEDEOYE 1 z x olbr Y OENEDMEOOOP RTYUFKHRYFSH L EZP PTZBOYBGYY Y RPDZPFPCHLE CHSHCHRKHULB ABOUT OEN YUFTEVYFEMEK NYZ-3. OP KhCE 22 YAMS 1941 Z. RTYLBBPN olbr No.729, CH GEMSI UPITBOOYS BCHYBBBCHPDPCH PF CHPDHYOSCHI VPNVBTDYTPCHPL VSHMP RTEDRYUBOP, OENEDMEOOOP RTYUFKHRYFSH L RETEVTPULE ZMH VSH UFTBOSH PVPTHDPCHBOYS Y LBDTTPCH TSDB BCHYBBBCHPDPCH, CH FPN YUYUME Y ЪBCHPDB No.1. h UCHSY U PUMPTSOYCHYNUS RPMPTSEOYEN ABOUT RPDUFKHRBI L nPULCHE rPUFBOPCHMEOYEN zlp No.741 PF 8 PLFSVTS 1941 Z.Y RPUMEDPCHBCHYYN ABOUT UMEDHAEIK DEOSH RTYLBJPN olbr No.1053 N ЪБЧПДПЧ RТYЛББШЧЧБМПУШ ОЭНИДМOOП RTYUFHRYFSH L LCBLHBGYY. h UCHSY U LFYN CH PLFSVTE 1941 Z. ЪБЧПД No.1 JN. uFBMYOB VSHM UBCHBLHYTPCHBO CH lHKVSHCHYECH ABOUT FETTYFPTYA ЪБЧПДБ No.122. FHDB CE VSHMP CH RETCHHA PYUETEDSH RETECHEDEOP Y RTPIYCHPDUFCHP nyz-3.
pDOBLP L LFPNH CHTENEY chchu TBURPMBZBMY FTENS FYRBNY YUFTEVYFEMEK, B YFKHTNPCHYLPCH SCHOPE OE ICHBFBMP. хУИФШЧБС, YuFP PUOPCHOSCH RTPVMENSH NYZ-3 YURSHCHFSHCHBM YЪ-ЪB OEDPCHEDOOPUFY DCHYZBFEMS bn-35b, Y FP, YuFP EZP CHSHCHRKHULBM FPF TSE BCHIBNPFPTOSHCHK ЪBCHPD, LPFPTSCHK UFT PYM NPFPTSH bn-38 DMS yM-2, PF RTPYCHPDUFCHB YUFTEVYFEMS RTYYMPUSH PFLBBBFSHUS. h TEЪKHMSHFBFE, RPUME YJCHEUFOPK FEMEZTBNNNSCH uFBMYOB PF 23 DELBVTS 1941 Z. CHSHCHRHUL nyz-3 VSHM RTELTBEEO, ЪБЧПД No.1 RETEYEM ABOUT RTPYChPDUFChP yM-2. h CHBLKHBGYY KHDBMPUSH CHSHCHRKHUFYFSH FPMSHLP 22 UBNPMEFB nyz-3, RTYUEN HCE CHPPTHTSEOOSHI DCHHNS UYOITPOOSCHNY RHYLBNY ychbl.
rPUME CHP'CHTBBEEOYS CH BRTEME 1942 Z. YЪ UBCHBLHBGYY CH nPULCHH ABOUT CHOPCHSH PTZBOYPCHBOOPN PRSHFOPN ЪBCHPDE No.155 (plv-155), LPFPTSCHK CHPZMBCHYM b.y. NYLPSO, YЪ RPMHYUEOOPZP U ЪБЧППЧ No.1 Y No.30 ЪББДЭМБ БЗТЭЗБФПЧ Y ЗПФПЧШЧИ YЪDEMYK UPVTBMY EEE 30 UBNPMEFPCH nyz-3. h DBMSHOEKYEN YI RETEDBMY chchu (27 NBYO) Y BCHYBGYY chnzh (3 NBYOSCH). Chue YUFTEVYFEMY FBLCE VSHCHMY CHPPTHTSEOSH DCHHNS UYOITPOOSCHNY RHYLBNY ychbl. hUFBOPCHLB UYOITPOOSCHI RHOYEL ychbl VSHMB RTEDCHBTYFEMSHOP PFTBVPFBOB ABOUT UBNPMEFE NYZ-3 No.6005, LPFPTSCHK CH BRTEME 1942 Z. RTPYEM ЪBCHPDULYE YURSHCHFBOYS. lTPNE FPZP, RPD RKHYLY ychbl VSCHMY RETEPVPTHDPCHBOSH EEE DCHB UBNPMEFB nyz-3, RTYVSHCHYE DMS LBRYFBMSHOPZP TENPOFB.
CHUEZP CH 1940-1942 Z.Z. UYMBNY UETYKOPZP ЪБЧПДБ No.1 й РШЧФОПЗП ЪБЧПДБ No.155 VSHMP RPUFTPEOP 3172 YUFTEVYFEMEK nYz-3. chShCHUPLBS UFEREOSH KHOIZHYLBGYY Y TENPOFPRTYZPDOPUFY UBNPMEFPCH PVEUREYYMB YN RPUME RTELTBEEOYS UETYKOPZP CHSHCHRKHULB DPMZYK UTPL UMKHTSVSHCH. FEIOYUUEULY UPUFBCH BCHYBGYPOOSHI YUBUFEK chchu Y chnzh YЪ DCHHI-FTEI RPCHTETSDEOOSCHI NYZ-3 KHNHDTSMUS UPVTBFSH PDYO VPEURPUPVOSHCHK. rPUMEDOYE NYZ-3 VSHMY URYUBOSCH RP YЪOPUKH CH UBNPN LPOGE CHPKOSHCH.
l UETEDJOE 1941 Z. H plp ЪБЧПДБ No.1 NN. bCHYBIYNB VSHMB TBTBVPFBOB KHUFBOPCHLB ZHPFPBRRBTBFB bzhb-y DMS YUFTEVYFEMS nYz-3. h UPPFCHEFUFCHYY U RTYLBBPN olbr No.608 PF 3 YAMS 1941 Z. ЪБЧПДХ RTEDRYUSCHCHBMPUSH CH LFPF TSE DEOSH ЪBLPOYUYFSH YЪZPFPCHMEOYE PDOPZP ZhPFPTTBCHEDYILB, B L 5 AMS EEE FTEI. nPOFBTs KHUFBOPCHLY bzhb-y VSHCHM CHSHRPMOEO ABOUT YUEFSHTEI UETYKOSCHI YUFTEVYFEMSI, LPFPTSCHE ЪBFEN RPUFKHRYMY CH CHPKULPCHESHE YUBUFY DMS YURSHCHFBOYK. rP EBNEYUBOYSN UFTPECHSHI MEFUYULLPCH YUETFETSY VSHMY CHOUEOSCH YYNEOOYS Y RETEPVPTHDPCHO RSFSHCHK LLEENRMST ZHPPTTBCHEDYULB, LPFPTSHCHK RPUME YURSHCHFBOYK VSHCHM PDPVTEO ohh chchu.
h 1943 Z. Ch oyy chchu PVMAZYUMY DCHB YUFTEVYFEMS nYz-3 U GEMSHA RPCCHCHYEOYS YI RTBLFYUEULPZP RPFPMLB. OB PDOPN Y UBNPMEFPCH VSHMP RTPchedEOP NBLUINBMSHOP CHPNPTsOPE PVMezyueoye, CH TEKHMSHFBFE LPFPTPZP EZP RPMEFOBS NBUUB UOYMBUSH ABOUT 187 LZ Y UPUFBCHYMB 3098 LZ. rTBLFYUEULYK RPFPMPL LFPPZP nYz-3 KHCHEMYUYUMUS DP 11750 N.
12 UEOFSVTS 1940 Z. UFBTYK CHPEORTED CHPEOYOTSEOET 2 TBOZB zhTBOGECH ORTTBCHYM DYTELFPTKH ЪБЧПДБ.No.1 YN. bCHYBIYNB URYUPL FTEVPCHBOYK zx chchu lb L DPZPCHPTKH ABOUT CHFPTPPE RPMKHZPDYE. UTEDY ETPYYI FTEVPCHBOYK chchu L UBNPMEFBN y-153 Y y-200 CH YUBUFY NPDETOYBGYY, Y KHUFTBOEOYS CHCHCHCHMEOOOSHI OEDPUFBFLPCH ЪBCHPDKH OBDMETSBMP KHUFBOPCHIFSH ABOUT PDOPN YUFTEVYFEM E y-200 ZETNEFYUEULHA LBVYOH Y UDBFSH EZP ABOUT ZPUKHDBTUFCHEOOSCH YURSHCHFBOYS Cho oyy chchu. fBLCE RTEDRYUSCHCHBMPUSH CHSHCHRKHUFYFSH U ZETNPLBVYOBNY UETYA YI 10 UBNPMEFPCH Y-153.
ъBDBOIE ABOUT TBTBVPFLH ZETNPLBVIOSCH DMS nYz-3 RPTHYUYMY ZMBCHOPNH LPOUFTHLFPTH ЪБЧПДБ No.482 b.s. eETVBLPCHH. h 1941 Z. VSHMP TBTBVPFBOP FTY CHBTYBOFB ZETNEFYUEULPK LBVIOSCH. pDOBLP VPMSHYBS ЪБЗТХЪЛБ ЪБЧПДБ No.1 OBYUBCHYBSUS ChPKOB Y RPUMEDPCHBCHYBS ЪBFEN ьЧБЛХБГИС О ПЪЧПМЪМY ChPRMPFYFSH CH TSYOSH LFPF RTPELF.
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The German Luftwaffe invaded air space Soviet Union in the Arctic on June 22, 1941, from the first minutes they encountered a new and dangerous opponent. The Soviet high-altitude fighter MiG 3, which was in service with polar aviation units, allowed Soviet pilots to reach German bombers at the highest altitudes. Such cases were isolated and unusual for the first days of the war, however, even at this stage it became clear to the Luftwaffe command that the fight in the air would be fierce and merciless.
Preface
The Second World War, which began on September 1, 1939, found the Red Army and the Soviet Air Force in an ambiguous position. On the one hand, the Red Army was quantitatively one of the largest in the world. On the other hand, the Soviet armed forces were inferior to many foreign armies in technical equipment. Despite the fact that the USSR was ahead of all the armies of the world combined in terms of the number of tanks and aircraft, the quality of the Soviet military equipment by the beginning of active hostilities in Europe it left much to be desired. The situation in military aviation was especially critical.
The Soviet air force, having a huge fleet of fighters and bombers, turned out to be completely unarmed in the face of probable aggression. The I-16, I-153 and I-15 fighters, Polikarpov’s designs, and the SB and TB-3 bombers built at the Tupolev Design Bureau were outdated models. At the end of 1939, Soviet aviation did not meet modern requirements either in speed, power supply, or firepower. air war. The aviation of the potential enemy - the German Luftwaffe and the Imperial Japanese Air Force was superior to the Soviet air Force in all respects. The Germans were armed with modern fighters and bombers. The Japanese were already at the finish line in creating new designs aviation technology.
The current situation could only be corrected by the appearance of new and advanced aircraft in the ranks of the Soviet Air Force. This was especially true fighter aircraft, where there was completely no competition among aircraft designers. Polikarpov's hegemony, which reigned in Soviet aircraft manufacturing in the 30s, led to disastrous results. Promising developments continued to lie on the shelves, it was necessary to build and create new aircraft high pressure from the leadership of the Red Army Air Force, where Polikarpov’s authority was unshakable.
The situation began to change in the fall of 1939, when young and promising designers began to leave the design bureau headed by Nikolai Polikarpov. Of these, the two most talented, Artem Mikoyan and Mikhail Gurevich, created their own design bureau, the main development of which was the I-200 fighter. Design and technical documentation The car was created when Polikarpov was in charge, so in the spring of 1940 three prototypes were ready. The car was created for the new AM-37 aircraft engine designed by Alexander Mikulin, which could provide the new aircraft with high speed.
Even a quick glance at the drawings of the car indicated that the I-200 is typical representative"Polikarpov school" Nikolai Polikarpov, trying to prove his engineering and design talent to everyone, created a similar machine, the I-185 fighter. Polikarpov’s machine was exactly like the product of Mikoyan and Gurevich. Only bow The fuselage and hood distinguished this car from future MiGs.
First flight prototype The I-200 aircraft was carried out on April 5, 1940. Instead of the planned installation of the Mikulin AM-37, it was necessary to use the proven AM-35A engine in the design of the vehicle, which immediately affected the flight performance of the product, which still turned out to be high. The plane managed to reach a speed of 600 km/h - a milestone that no other winged aircraft had been able to conquer until that time. More records followed. In May, the first prototype managed to set a new speed record - 648 km/h at an altitude of 6000 m; after some time, a new speed record was set - 651 km/h (altitude 7000 m) on the second prototype I-200.
In August 1940 new car was first shown to the general public during an air parade. Without waiting for the end of State tests, the car was quickly put into mass production. The designers were tasked with refining the aircraft and making final changes to its design. In the fall, one of the modified aircraft made another flight, which demonstrated that the fighter met the stated requirements. Instead of the I-200 index, the new aircraft received a new name MiG 1 (Mikoyan and Gurevich - the first). Already on December 9, by order of the People's Commissariat of the Aviation Industry, the MIG 1 was officially put into operation.
By the end of 1940, they managed to produce about 100 aircraft of the first modification, which entered fighter regiments for development. While the serial production of the first MiG was underway, active work on improving the machine. Council resolution People's Commissars it was necessary to significantly increase the vehicle's flight range. For single-engine fighters, the range of action was at least 450-500 km, and the ferry range was 1000 km.
The modified version became known as MiG 3. Unlike the first modification, the third MiG had an additional fuel tank. Appearance The aircraft was distinguished by a fuselage nose section extended by 100 mm and an enlarged radiator. The design of the propeller has also changed. In total, it was planned to transfer more than 3,000 new aircraft to the Red Army Air Force units.
Like the prototypes on which AM-35A engines were installed, production vehicles had high speed characteristics. However, despite all the tangible advantages that new fighter, The MiG 3 had a number of disadvantages. Flying at high altitudes and at high speeds, the car was difficult to control. During flights in combat units, MiGs often went into a tailspin, which posed big problems for the pilots. For young and inexperienced pilots, the Mig 3 aircraft was difficult to master.
The reason for this behavior of the car in the air was explained simply. Weak stability of the machine on different courses is a typical disease of all monoplanes of the Polikarpov family. The I-16 and the new experimental I-185 fighter suffered from this deficiency. The car of Mikoyan and Gurevich, who were representatives of the Polikarpov school, did not escape a similar fate. The collective decision of combat pilots and the high command of the Red Army Air Force to create two experienced regiments from serial vehicles helped solve the problems that arose. The initiator of the idea was the experienced test pilot S.P. Suprun. As a result of flights carried out by experienced pilots, it was possible not only to eliminate problems in piloting the machine, but also to develop a new piloting technique for young pilots.
Overall the machine produced good impression. The flight performance characteristics demonstrated by Mikoyan and Gurevich’s aircraft corresponded to the parameters of a high-altitude interceptor fighter. The Soviet Mig had amazing speed for that time. The flight range and practical ceiling, which reached almost 12 km, inspired respect.
In this case, it is important to make one digression: Mikoyan and Gurevich created their aircraft with an eye on the Douai doctrine. In the mid-30s, ideas dominated in the Soviet Union Italian general Due, in which the decisive role in achieving victory over the enemy was given to a powerful bomber air fleet. Assuming that heavy bombers would play a prominent role in the destruction of logistical infrastructure in a future military conflict, Soviet aircraft designers worked to create a high-altitude fighter. The plane of Mikoyan and Gurevich was a direct consequence of the doctrine of air superiority.
In fact, the heights for which the MiG was designed were used very little during the war. During raids on Soviet cities and rear infrastructure facilities, German bombers traveled at altitude levels of 4-5 thousand. meters, under strong fighter cover. At such altitudes, the Soviet high-speed and high-altitude MiG lost all its advantages over the enemy. The heavy aircraft became clumsy and was easy prey for Luftwaffe fighters. The small, slow-moving, nimble and maneuverable I-16 fighter in this case brought more benefits.
Only competent tactics made it possible to use the aircraft’s amazing flight capabilities, which was done in the end. MiGs began to be used not as a front-line fighter, but were used only as a night and high-altitude fighter in the air defense system.
The difficult fate of the aircraft, born in the pre-war years, continued in the first months of the Great Patriotic War. Until the end of 1941, the Soviet aviation industry produced just over 3,000 aircraft, most of of which was in service with air defense air fighter regiments. Soviet pilots fought on MiG 3 aircraft in the Arctic and in the Crimea. Fought in moments with German aces near Leningrad and in the battle for Kyiv. In clashes with German bombers, the Mig acted quickly and stunningly, but when German fighters appeared in the air, the heavy Soviet fighter lost. This explains the cessation of production of the vehicle in December 1941. Instead of the Mikoyan and Gurevich vehicle, the more maneuverable and lighter Yak-1, Yak-9, LaGG-3 and La-5 began to arrive at the front.
To have a complete understanding of what the Soviet high-altitude fighter-interceptor was like, it is enough to review the MiG 3 aircraft, become familiar with its design and technical features. The plane had undeniable advantages. The car also had disadvantages. Even the recognized Soviet ace pilot with a capital letter, three times Hero of the Soviet Union Alexander Ivanovich Pokryshkin, spoke about this. The fighter was excellent in vertical maneuvers, but in turns it was significantly inferior to its opponents. Long range was achieved at great cost. Additional tanks made the aircraft heavier. In air battles, which were mainly fought in the front line, long range did not play a significant role. A nimble, light and maneuverable machine was required.
The design of the aircraft is interesting from the point of view of piloting elements. On the first modifications of the aircraft, problems arose with opening the canopy cover, which were later eliminated. The MiG 3 pilot's cockpit was equipped with a standard set of instruments. A gyrocompass, a turn indicator and a variometer were the main instruments for controlling the aircraft. In conditions of flights at high altitudes, the cabin was equipped with an oxygen mask and a heating system. The cockpit canopy was made of plexiglass sheets. During the flight outer part The lantern was washed with an alcohol-containing liquid, which prevented icing of transparent surfaces.
The machine was equipped with an RSI-3 radio station, with the help of which the pilot could communicate with his group of aircraft in the air and with ground command post. The weapons with which the planes were equipped are curious. At different times, the armament of the MiG 3 fighter was different. Standard machine gun armament The prototype consisted of a large-caliber BS machine gun of the Berezin system and two wing-mounted ShKAS machine guns with a caliber of 7.62 mm. The first production vehicles were produced with this type of armament.
In addition to small arms, the vehicle could carry up to 200 kg of payload. However, during the modernization of the vehicles in the spring of 1941, they received a pair of wing machine guns of the Berezin system. Later, during the fighting on the fronts of the Great Patriotic War, the high-altitude fighter was equipped with two synchronized Berezin machine guns. In 1942, an attempt was made to install two 20-mm ShVAK cannons on the aircraft, but these vehicles were produced in a small series and did not play a special role at the front.
Eventually
The Soviet high-altitude fighter-interceptor MiG 3 was a remarkable machine for its time. True, this time turned out to be very short. The aircraft, which was conceived as a means of fighting bombers, turned out to be unnecessary in the conditions in which Soviet aviation had to fight in the first period of the Great Patriotic War. The heavy, high-speed vehicle did not have the combat agility and firepower that could have played a decisive role in future fate airplane.
The machine gun armament for the fighter was clearly insufficient. Soviet fighters of the Yak and Lavochkin families, which fought on the fronts with the German Luftwaffe, had machine gun and cannon weapons. Despite this, Soviet MiGs continued to remain in service until the end of the war, making up the aircraft fleet naval aviation and air defense fighter regiments.
Not far from the city of Serpukhov, Moscow Region, near the highway, there stands an unusual monument to the MiG-3 fighter - the plane on which Soviet pilots defended our cities from Nazi vultures in the first years of the war. But few people know that the MiG-3 fought its first battle a few months before the start of the war. On April 15, 1941, a German Ju 86R-1 reconnaissance aircraft made an emergency landing in the Rivne area. This Junkers was attacked by a MiG, which managed to damage the German reconnaissance aircraft's engine.
History of the MiG-3
In the second half of the 1930s, the most advanced designers, switching to a monoplane design and using retractable landing gear, achieved a sharp increase in speeds. However, at the same time, aircraft manufacturers and testers were faced with the following paradox: with increasing speed, maneuverability deteriorated, since the radius (and therefore the time) of turning increased. Maneuverable biplane fighters with short turn times had lower speeds due to greater drag. A vicious circle was created.
The way out of this circle was the decision to keep both biplanes and monoplanes in service, and therefore, along with the I-16, the I-15bis and I-153 were built in the USSR. These aircraft first encountered German Messerschmitts in 1936, at the beginning of civil war in Spain. These were Me-109 series B (Bruno) with a 610 hp engine. With. and a speed not exceeding 470 km/h. Soviet aircraft were not inferior to them either in speed or in armament. The maneuverability of our vehicles was much better. However, the appearance at the beginning of 1939 of the Me-109 series E (Emil) with a 570-kilometer speed, two 20-mm MG FF cannons and a 6-mm armor plate covering the entire cross-section of the fuselage forced the Soviet leadership to completely reconsider the aircraft construction program.
Most design bureaus began to create high-speed monoplanes from scratch, but some had ready-made design bases. This someone was Nikolai Polikarpov, who was developing a high-altitude high-speed fighter X, designed for the AM-35 engine. Therefore, as soon as the decree on the creation of a new type of aircraft was issued, Polikarpov immediately managed to present a preliminary design. By December 25, 1939, a mock-up of the aircraft, now called I-200, was ready. However, having positively assessed Polikarpov’s project, the leadership of the People’s Commissariat unexpectedly transferred it to further development in the Mikoyan-Gurevich Design Bureau, recently allocated from the Polikarpov Design Bureau.
The first flight prototype of the I-200 fighter was completed in production and transferred to factory tests on March 31, 1940. Leading aircraft engineer A. G. Brunov, the oldest test pilot of plant No. 1 A. N. Ekatov and two backup pilots Colonel M. I. Martselyuk (from the military mission) and Major M. N. Yakushin (from the Air Force flight inspection). On April 5, 1940, test pilot A. N. Ekatov took I-200 No. 01 into the air for the first time.
The construction of the second prototype I-200 No. 02 was completed on April 25 and transferred for testing. The first flight on it was made on May 9 by M. N. Yakushin. On May 13, ground tests began on the third vehicle small arms with a working engine and standard synchronizers, but the aircraft was completely assembled only by June 1, 1940.
I-200 No. 3 was somewhat different from its predecessors - it had metal consoles, and instead of the NG-12 torch holders, an FS-155 headlight was installed. On June 6, M.I. Martselyuk made his first flight. Without waiting for the end of factory tests (not to mention state ones), by decision of the Defense Committee No. 224 of May 25 and NKAP order No. 245 of May 31, 1940, the I-200 fighter was officially launched into mass production at Plant No. 1 named after. Aviakhim.
During factory tests, the I-200 showed the required speed data. On May 24, 1940, on I-200 No. 01, A. N. Ekatov reached a speed of 648.5 km/h at an altitude of 6900 m, moreover, at the nominal engine operating mode, and on August 5, M. N. Yakushin on I-200 No. 02 reached a speed of 651 km/h at an altitude of 7000 m, also at rated power. At maximum mode, only two points were taken - at an altitude of 2220 m - 579 km/h and at an altitude of 3630 m - 605 km/h. The plane rose to an altitude of 5,000 m in 5.1 minutes, and after another 2.05 minutes it was already at 7,000 m. The plane was put into service under the designation MiG-1.
Despite the acceptance of the MiG-1 into service, the designers were dissatisfied with their creation. In addition, complaints began to arrive from the troops. The disadvantage of the MiG-1 was unsatisfactory static longitudinal stability due to rear alignment. The plane easily fell into a spin and had difficulty getting out of it. The pilot's fatigue was greater than on other aircraft. In addition, pilots complained about the canopy being difficult to open. In addition to everything, on October 2, 1940, the Council of People's Commissars issued a decree to increase the flight range of all fighters being introduced into mass production and newly designed. In accordance with this, for single-engine vehicles the range was set to 1000 km at a speed corresponding to 0.9 maximum. Therefore, another one was built at the design bureau prototype- I-200 No. 04.
The first flight of I-200 No. 04 took place on October 29, 1940. The plane was piloted by test pilot A.N.Ekatov. And already on December 20, the MiG-3 (officially, the improved I-200 fighter received the name MiG-3 in accordance with NKAP order No. 704 of December 9, 1940) completely replaced the MiG-1 in mass production. By the end of the year, plant No. 1 named after. Aviakhim produced 20 MiG-3 aircraft. NKAP Order No. 702 of December 9, 1940 established a production program for MiG-3 fighters for 1941. In accordance with it, the plant was supposed to produce 3,500 aircraft, in addition, it was planned to begin serial production of the MiG-3 at plant No. 43 (Order NKAP No. 709 dated December 10, 1940) in Kyiv with the release of 100 vehicles in 1941.
Testing of the experimental MiG-3 fighter was stopped in March 1941, since from January 27 to February 26, two production MiG-3 aircraft No. 2107 and No. 2115, produced in December 1940, passed state tests. In accordance with the test program for the latter, the military it was necessary to evaluate production vehicles in comparison with the MiG-1 in terms of design changes to eliminate defects, improve flight data and operation. It was also necessary to determine flight characteristics, evaluate the stability and spin properties of aircraft, and conduct control tests of weapons and special equipment. Pilots captain A.G. Proshakov and military engineer 2nd rank A.G. Kochetkov were appointed to carry out the tests.
As a result of all the modifications carried out, the flight weight of the aircraft increased from 3100 kg to 3355 kg, which could not but have a negative impact on its flight characteristics. However, the maximum horizontal speed of the production MiG-3 aircraft, obtained at an altitude of 7800 m, was 640 km/h, which practically corresponded to the speed of the experimental I-200 (636 km/h). But the fighter’s climb rate deteriorated, and the plane took 1.71 minutes longer to reach an altitude of 8000 m.
MiG-3 design
The design of the aircraft is mixed: the front part of the fuselage is welded from steel pipes; tail - wooden; sheathing - plywood, resistant to bending and torsion. The center section is riveted from duralumin, the detachable parts of the console wing are made of wood. Wing - two-spar; in the center section and in the consoles it is equipped with a third, auxiliary spar. The center section contains landing flaps that are deflected downwards by 60°. The shields are controlled by a special mechanism driven compressed air. The ailerons are of the “FRIZE” type, that is, they have a profile with a pointed leading edge and axial compensation (the axis of rotation is shifted back by about 20% of the width).
Horizontal tail - stabilizer and elevator, riveted from duralumin, covered with sheet duralumin; Moreover, the elevator is only from the toe to the spar, the rest of the part is covered with canvas. A trimmer is located on each half of the elevator. The rudder has the same design as the elevator. The keel is wooden, made as one piece with the fuselage. The chassis is retractable, single-post, consists of two legs, each is a shock-absorbing strut, on which is mounted an axle shaft with a wheel equipped with a 600X180 pneumatic. The chassis is retracted into the center section with the wheels inward using a mechanism driven by compressed air.
The tail wheel measuring 170X90 mm is controlled together with the rudder. It is retracted back, simultaneously with the main landing gear, by means of a cable connected to the retracting system of the left leg of the landing gear.
The liquid-cooled AM-35F engine installed on the aircraft has a characteristic feature - it develops a maximum power of 1200 hp. With. not near the ground, but at an altitude of about 7000 m. This made it possible to ensure increased flight speed at high altitudes. The engine and radiator were well hooded to cool it, which significantly reduced drag.
The engine is carefully covered with a well-streamlined hood. A three-blade metal propeller of variable pitch VISH-22E, equipped with a spinner, is mounted on the shaft. At the toe of the root section of the center section, there are intakes on the right and left for air to enter the carburetor. On both sides of the hood there are oil cooler tunnels with obliquely cut intakes. Under the fuselage, approximately under the cockpit, there is a radiator. The cabin was equipped with all the then available aeronautical instruments necessary for flying at night.
A small amount of MMG-3 copies produced in 1941 had the RSI-3 radio station. The armament consisted of one machine gun with a caliber of 12.7 mm and two with a caliber of 7.62 mm. If necessary, two 50-100 kg bombs or six rockets could be suspended under the wing.
Basic technical data: wingspan - 10.3 m; length - 8.155 m: wing area - 17.45 m2; take-off weight - 3350 kg; wing load - 192 kg/m2, maximum speed 640 km/h at an altitude of 7000 m; time to climb 5000 m - 5 minutes. 42 sec; flight range - 1250 km.
The MiG-3 had advanced equipment for those times. It was the first of the serial Soviet fighters to have oxygen equipment installed. It was located in the cabin and consisted of a KPA-3bis device, a 4-liter cylinder, and a mask with a hose.
The MiG-3 was painted with light green paint on top and light blue paint on the bottom. Red stars with a red border were applied to the sides of the fuselage and the bottom of the wing. Some series were camouflaged. Three-bladed propeller, black, matte. The inside of the cabin is ball-colored, the dashboard is black.
The MiG-3's armament consisted of two synchronized ShKAS machine guns of 7.62 mm caliber and one synchronized BS machine gun of 12.7 mm caliber. They were mounted motionless in the forward part of the fuselage above the engine.
Four pairs of bomb racks were provided under the wings. Two 100 kg bombs were hung on the inner ones, and two 50 kg bombs on the outer ones.
Combat use MiG-3
As of June 1, there were 4,727 fighters in the five western districts, including 77 MiG-1s (55 serviceable) and 845 MiG-3s (786 serviceable). 196 pilots were familiar with MiG-1, only 322 were familiar with MiG-mi-3. There were 164 MiG-3 in the Leningrad Military District, 31 MiG-1 and 109 MiG-3 in the Baltic Military District, and 37 MiG-1 in the Western Military District. , in the Odessa Military District - 8 MiG-1 and 181 MiG-3.
In the very first hours of the war, it was the MiGs that suffered the most significant losses: out of 917 vehicles in the five western districts, after two days only 234 remained. The most affected was the 9th mixed aviation division, which had 37 MiG-1 and 196 MiG-3 aircraft on the eve of the war, by June 25 it had lost all its aircraft, having actually managed to shoot down 85 enemy aircraft.
The MiG-3 also carried out the first aerial ram of the war. On June 22, junior lieutenant Dmitry Vasilyevich Kokorev's machine guns fell silent after the first shots were fired at the enemy - at 4.15 am (according to other sources, there was no ammunition on the vehicle). Then the pilot went to ram and, using a propeller, cut off the fin of the stabilizer of the enemy aircraft, which he identified as a Do 215 (in fact it turned out to be a Ju-88), after which he safely landed the damaged MiG-3. Subsequently, Kokorev shot down five more planes with this MiG-3; on October 12, his plane was shot down by anti-aircraft fire, and the pilot was killed.
Subsequently, 45 more pilots carried out ramming on the MiG-3: Antonov M.G., Belousov T.G., Vlasov N.I., Vlasov S.N., Gabrinets M.M., Godovikov A.N., Gorbachev I. I.I., Dargis P.N., Dovgiy V.I., Eremeev P.V., Zabolotny I.N., Zosimov D.I., Ivanov Y.M., Kaikov P.A., Karasev S.E. ., Katrich A.N., Kiselev V.A., Kovats P.S., Kovzan B.I., Krasilnikov N.P., Kruglov V.P., Lebedinsky P.G., Lukyanov A.M., Martyshchenko M.G., Matveev V.I., Meshcheryakov I.I., Mitin N.I., Nemyaty I.P., Nikitin D.E., Oborin K.P., Okhvat A.S., Panfilov E. M., Pirozhkov B.G., Prokurat E.T., Rokirov D.V., Roshchupkin I.F., Ryzhov E.M., Sorokin Z.A., Startsev G.N., Stoyanov A., Kharkhalup S.I., Shavurin P.I., Shumilov I.P., Shutov N.F., Yakovlev N.V.
Subsequently, the MiG-3 was used in various versions. Its main qualities - a large ceiling (12 thousand m) and speed at altitudes of more than 5 thousand m allowed Soviet pilots successfully conduct battles with enemy bombers and reconnaissance aircraft. By the beginning of the war, there were significantly more MiG-3 fighters in service than LaGG-3 and Yak-1, and many pilots were retrained on them. However, the MiG-3 was not yet sufficiently mastered by combat pilots, the retraining of most of them had not yet been completed, and the capabilities of the aircraft were not always used. Comparison with another mass fighter the beginning of the war - the I-16, which dates back to 1933, was clearly not in favor of the MiG. The I-16, the smallest fighter of the Great Patriotic War, was extremely maneuverable (even more than the Yak-1), the engine reliably protected the pilot from frontal attack, and maintenance was very simple. But it was not easy to control; it responded to any trembling of the hand. The MiG, on the contrary, was “heavy” to control and had little maneuverability. The main reason is the low-power engine for such a heavy aircraft.
At the suggestion of test pilot Stepan Pavlovich Suprun, two MiG-3 regiments were formed with a large percentage of test pilots familiar with them. Indirectly, this helped in eliminating piloting deficiencies, but the main drawback of the MiG-3 remained unresolved: while surpassing all fighters in speed at altitudes above 5000 m, at low and medium altitudes it was inferior to the Yak, La and German fighters, which, together with the weakness of the weapons, did not allow full use the MiG-3 as a front-line fighter. But it found application as a high-altitude night fighter in the air defense system, where its high ceiling (up to 12,000 m) and speed at altitudes were decisive. This is how it was mainly used until the end of the war, in particular, guarding Moscow. The MiG-3 was used on the fronts in 1941-1943. (in the Bryansk region, Kuban, Moldova and Crimea). In 1941, the MiG-3, despite the stereotype of weak weapons, was widely and successfully used as a fighter-bomber, with the installation of six to eight RS-82 under the wings (experiments with RBS-132 and ROFS-132) or two FAB-50 . The MiG-3 aircraft were the only ones among the new type of fighters that received bomb racks and improved wiring for the drop system in the pre-war period. The use of the MiG-3 as a reconnaissance aircraft was also successful. The disadvantage of the MiG-1 and MiG-3 was the impossibility of installing a gun through the axis of the engine gearbox, caused by its design. However, in total, more than a third of the MiG-3s produced had weapons (not counting ShKAS) of two or three heavy machine guns(BS and BC), RS-82 batteries and ShVAK guns. During 1940-1941 factories produced more than 3.3 thousand MiG-3 aircraft.
On July 22, 1941, in the very first battle over Moscow, pilot of the 2nd separate fighter squadron of Moscow air defense, Mark Gallai, shot down an enemy plane on a MiG-3. At the beginning of the war, A. I. Pokryshkin, one of the aces of the Red Army Air Force, flew on the same plane and won his first victory (he shot down an Me-109E). Suprun himself also died on the MiG-3, having shot down two enemy aircraft in the last battle. On July 4, 1941, while attacking an Fw-200 bomber, Suprun was wounded in the chest by an onboard gunner, after which he was attacked by six Bf.109 fighters, managed to shoot down one of them and land the burning plane, but was unable to get out of the car before the flames engulfed it. smog.
However, the MiG-3 aircraft, contrary to initial assumptions, could not succeed as a front-line fighter, since at low altitudes it was inferior to others, and the Germans did not fight at high altitudes. But the MiG-3 was very useful in the air defense system as a night fighter against bombers.
Brief technical specifications
Max. ground speed: 505 km/h. Max. speed at altitude: 640 km/h. Flight range: 1250 km. Service ceiling: 12000 m. Climbing rate: 877 m/min. Length: 8.25 m. Height: 3.5 m. Wing span: 10.2 m. Wing area: 17.44 m². Weight. Empty: 2699 kg. Engines: AM-35A. Armament. Small arms and cannon weapons: 1×12.7mm, UBS. 2x7.62mm, ShKAS.