Military Review

Test drive MIG-3 from Murmansk swamps


October 29 1940, the first flight made a fighter And-200 - A prototype of the future famous high-altitude fighter MiG-3.
The plane, by the way, unfairly, in my opinion, remained in the shadow of the more eminent cars of Yakovlev and Lavochkin, although he worked hard and worked in the air defense practically until the end of his life.

MiG-3 became the first Soviet fighter who shot down a fascist aircraft over the USSR in 1941. Three months before the war. 15 April 1941, he damaged the engine of the German reconnaissance aircraft Ju-86R-1, sat down on the forced in the Rivne region.

Also on MiG-3 The first air ram was made in the Great Patriotic War. Junior Lieutenant Dmitry Vasilyevich Kokorev with a screw cut off the keel of a bomber Ju-88.

Also on this plane is one of the best Soviet aces - Alexander Ivanovich Pokryshkin won his first victory, knocking down Bf-109E.

And just by the way, I got a story about a test drive MiG-3.
The guys from the company Aviiastavratsiya, Novosibirsk, have restored the plane, which has a real combat history.
23 September 1941, the aircraft with the tail number 3457, which was piloted by the commander of the 147 th Fighter Regiment, Colonel Mikhail Golovnya, after a brutal air battle, made an emergency landing near Murmansk. The landing site was found according to the memories of the pilot himself. Restorers of domestic aircraft of World War II have to rely only on such finds.

So - test drive reconstructed MiG-3.
Testing test pilot, director of SibNIIA Vladimir Barsuk.
The most interesting look of a professional on a plane that required much more skill and dexterity from a pilot than the current electronic and automatic cruise cars.


It is recommended to perform with shields in the second position. To maintain the direction is made in two steps:
1. At the engine revolutions per minute 2800 per minute, acceleration to the separation at a speed of 130 km / h and a set speed of flight 160 km / h, while the right pedal is fully on the stop, it compensates the jet torque from the propeller. At the beginning of the takeoff after increasing the engine speed, it is recommended to raise the tail wheel with the control knob away from you on 5 cm to improve visibility and prevent longitudinal swing.

2. After reaching the flight speed of 160 km / h, increase the engine's operating mode to take-off, remove the landing gear, take the height of at least 50 m and, after reaching the speed of 220 km / h, remove the shields. After establishing the take-off mode of the engine, you may need to cover up with the right-hand roll 3 − 5 degrees to maintain the direction. Keeping the height on 15 m is very difficult due to limited forward vision and airspace distortion by exhaust gases coming out of the nozzles, so it is recommended to occupy the height of at least 50 m as much as possible. At the height of 100 m after cleaning the flaps, the aircraft should be set to climb at speed 300 km / h, setting the nominal mode of the engine.


The plane performs well all the figures of direct pilotage: coup, hinges, half loops, turn on a hill, combat reversal, barrels, bends. Vertical ascending shapes are performed from initial speeds in the range from 400 to 550 km / h with overloads from 3,5 to 6,5 units. For example, the loop is executed both from the 400 km / h speed when 5,5 units are overloaded, and from the 550 speeds when 3,5 units are overloaded, while significantly increasing the maneuver radius. On an 16 at a speed of 300 km / h and an overload of 3 units. the plane broke into a corkscrew, and after accelerating it to a speed of 450 km / h, the overload must be held no less than 4,5 units, as the speed rapidly drops in climb. MiG-3 at a loop speed of 400 km / h and overloading 5 units. has a diameter of 600 m, and at a speed of 550 km / h and an overload of 3,5 units. - 1300 m. Aircraft control is easy and pleasant in both cases. The aircraft has such capabilities due to its high power-carrying capacity and low frontal resistance in the middle of the fuselage; stability and controllability in all modes is ensured thanks to automatic slats and very well-balanced steering wheels. The possibility of stable piloting of an aircraft in such a range on verticals in aerial combat, apparently, made the aircraft quite dangerous weapons for the opponent. Very good acceleration characteristics are noted at the dive, when performing a descending barrel from 160 km / h speed and from 1100 m at the top of the beginning of the figure. The output after the end of the figure was carried out at the height of 150 m butt. When performing a similar figure on the L-29 during training, the aircraft confidently entered the 350-400 m with the same initial flight parameters. Such characteristics of dispersal during the war more than once helped our pilots to carry out a departure from the enemy.

The balance of pitch control is especially noted: the efforts on the control stick on the pitch channel are the same at all flight speeds (1,5 − 2 kg), which allows performing the whole complex of figures with one hand at 350 and 550 speeds, almost without getting tired. This feature allows overloading at the limit permissible for the pilot (the so-called lowering of the shutters) and continue piloting even after losing sight on the overload, which our pilots probably used repeatedly in combat.

Low altitude piloting

A very limited downward view, high flight speed and equal effort on the control stick, regardless of speed, significantly complicate the assessment of flight altitude at low altitude. The only source of information on the flight path is barometric instruments: altitude, speed and variometer, which, unfortunately, are very late. Given these circumstances, piloting at low altitudes should be carried out with increased caution and not lower than 150 and true height. Very good data during acceleration and great difficulty in piloting at low altitude during the war became a big problem for young pilots, which is why the books show the advantages of enemy aircraft over MiGs at medium and low altitudes. However, for an experienced pilot these difficulties are not dangerous, which made it possible to gain advantages at a low altitude in combat.


With all the simplicity and comfort of piloting the aircraft is very strict on landing. On the glide path, the speed of 230 km / h is recommended, the flaps should be released to the 4 position (50 degrees), and the aircraft should be trimmed. It is better to carry out the sunset on a steep glide path, which allows you to see the landing strip over the hood. From the height of 15 m, reduce the vertical speed to 1 m / s and smoothly approach the ground so that at the height of 2 m the speed is set to 200 km / h on the device. From the height of 2 m, align the aircraft to a position different from the landing wheel with the raised tail wheel on 10 cm, set the speed of descent of 0,05 m / s and wait for the ground to touch. The recommended touch speed is 160 km / h and more. After touching the ground, hold the control stick to quench the speed to 130 km / h, then smoothly take control stick and start braking. The most dangerous part of landing is maintaining the direction when braking an aircraft in the speed range from 160 to 100 km / h, which is associated with a weak aerodynamic rudder without blowing it with a screw and low efficiency at speeds above 100 km / h of the chassis brakes.

Landing is recommended to perform with an open lamp in the middle position of the pilot's seat - this position improves visibility, allows you to more accurately determine the height on the alignment and direction.

The overall impression of the aircraft is very good. Pleasant in piloting, has excellent aerobatic and maneuverable capabilities, stable. However, this dulls vigilance and may interfere with the landing. The pilots who fought on such a complex machine cause tremendous respect, because there was no navigation, even the horizon was absent on the first machines used for night flights in the clouds. In general, it is clear that our grandfathers were real heroes.

Few words from the history of the aircraft:

The plane was developed from the very beginning with the idea of ​​mass production and partly had a modular design. The individual components of the aircraft were easily removed, repaired and put back in place, i.e. MiG-3 turned out to be very maintainable.

Subsequently, this made it possible to assemble one of the three aircraft that failed out, literally in the field.

Test drive MIG-3 from Murmansk swamps

And although, due to the high mass of the aircraft and, as a result, the worst, compared with competitors, is the thrust-to-weight ratio and the difficulty of piloting (many young and inexperienced pilots fought when landing) at low and medium altitudes, the front-line fighter did not come out of the MiG-3 ... its place in the air defense.

The aircraft’s armament was initially quite weak - the 2 XKUM Xmm machine gun and one 7,62 mm UBS.

From 20 February 1941 began to produce MiG-1 aircraft with five firing points at the plant number 3. Under the wing were additionally installed two BC machine guns with ammunition for 145 cartridges. However, due to the shortage of BC machine guns, plant No. XXUMX, at the direction of the NKAP, often had to ship them to other aircraft factories. In addition, the significantly increased weight of the aircraft led to a further decrease in its flight characteristics (-1 km / h). In this regard, the release of the MiG-20 with five firing points limited 3 aircraft, and later from all fighters fired guns BK were removed.

In order to increase the effectiveness of the combat use of the MiG-3 fighter, in accordance with the NKAP order No. 752 from 27, July 1941, Plant No. 1 was to switch to production of aircraft with three firing points, including two BSA and one ShKAS. During the development of small arms, three options were tested: the first was two BS machine guns and two ShKAS, the second two BS and one ShKAS, and the third two BS. According to the test results, the 20 1941 of the 151 series launched the two-point version of the MiG-27 with the 3 in September, while using the ShKAS machine gun, the BS’s ammunition was increased from 300 to 700 cartridges. Before the evacuation, 315 airplanes armed with two BS machine guns were manufactured; moreover, 215 of them were equipped with two RO-82 launchers for firing PC-82 missiles.

Installation of ShVAK guns on the MiG-3

The project of a radical improvement of the issue of armament provided for the installation of two 20-mm ShVAK cannons (it was chosen on the recommendation of the Scientific Research Institute-13) to replace the Berezin 2-X synchronized machine guns (UBS). The release of such a MiG was adjusted at the plant after the evacuation. But they managed to release only a few dozen - a directive came to transfer the plant to release the IL-2 attack aircraft, which is more necessary to the front. This decision resulted in the closure of the production of the AM-35А engine installed on the MiG-3. The engine was produced in the same factory as the AM-38 for the Il-2 attack aircraft, and ate up the production capacity.

That is why the aircraft production was turned off in December 1941. Not because the plane was bad, according to some.
Released aircraft fought on the front before 1943, the MiG-3 left the army to destroy the enemy or to the end of the resource.
Well, by the year 1944 less than a hundred "survivors" of cars (from 3000 with a little released) were transferred to flight schools and colleges.

An interesting fact is that test pilotsflying around the car refute the prevailing stereotype about poor maneuverability of the MiG-3 at low and medium altitudes.

Difficult and dangerous in piloting at low altitude - yes. Strict on landing - yes. But it is very simple in the air and ... "surpasses the sixteenth at all heights in maneuverability".

Mandatory video in the topic:
Dear reader, to leave comments on the publication, you must to register.

I have an account? Sign in

  1. svp67
    svp67 21 February 2016 07: 33
    October 29, 1940 the first flight was made by the I-200 fighter - a prototype of the future famous high-altitude fighter MiG-3
    Well, to be precise, the I-200 was the prototype of the MiG-1, and that was the prototype of the MiG-3, respectively.
    And the "test drive" is not entirely clean, since not the native engine is installed on the restored car, but an American engine of similar power ...
    1. tlauicol
      tlauicol 21 February 2016 10: 40
      Novosibirsk restored and started the native BU engine. He worked for 10 hours. It makes no sense - the average engine life of a fighter during WWII was 50 hours. Have a new one. The life of a fighter in the air is an average of 30 hours.
      Therefore, they put modern engines with a resource of 400-700 hours and a guarantee for a plane of 12 years. The plane must be shown to the people. Otherwise, I repeat, it makes no sense.
  2. tlauicol
    tlauicol 21 February 2016 08: 00
    how nice it is to see fighters and bombers from the time of the Second World War during the Feast over Novosibirsk. Well done boys ! Thank you so much !
  3. mark1
    mark1 21 February 2016 08: 11
    It would be interesting to know the history of the reconstruction. If there is a non-native engine (some kind of "Allison"), the test picture will not correspond to the original. For the MiG of the Second World War (as well as for all other Soviet fighters), the main problem was the engine.
    1. gjv
      gjv 21 February 2016 12: 21
      Quote: mark1
      If there is a non-native engine (some kind of "Allison") - the test picture will not correspond to the original

      Quote: Fitter65
      Well, it’s already a problem to find a native engine, and even more so a working and resource one.

      Novosibirsk Aviation Restoration CJSC installed the Allison V-1710 with a power of 1250-1325 hp.
      Muscovites at Rusavia LLC assembled an engine from several native engines AM-35A and AM-38, also found in places of past battles.
      Volume: 46.66 L
      Power: 993 kW (1350 hp) at 2,050 rpm
      Compression ratio: 7.0: 1
      Cylinder bore: 160 mm
      Stroke: 190 / 196,7 mm
      Number of cylinders: 12
      Compressor: single speed centrifugal, turbocharged
      Cooling system: water
      Fuel Type: 4B-78 Gasoline
      Specific fuel consumption: 285-315 g / (hp · h)
      Dimensions: 2289 x 866 x 1082 mm
      Dry weight: 830 kg
      1. tlauicol
        tlauicol 21 February 2016 12: 46
        By the way, restored in the decomp. In Russian cities (from KnaAmure to Orenburg, including Novosibirsk), PO-2 biplanes fly on their native M-11 engines. After the war, they were long released and stored for flying clubs. You can find canned in ex. condition.
    2. Mushroom
      Mushroom April 20 2016 11: 50
      MiGs had no problem engine
  4. Fitter65
    Fitter65 21 February 2016 08: 28
    Well, it’s already a problem to find a native engine, let alone a working and resource one. It’s just interesting where this MiG went? After all, the restored I-153s and 15s went abroad if my memory serves me as New Zealand ...
  5. bober1982
    bober1982 21 February 2016 08: 30
    The aircraft was too complex, and was used in most cases for other purposes — at altitudes up to 4000m, at which it was significantly inferior to Messerschmitt, or during assault strikes.
    The front-line soldiers themselves had a wide range of opinions about the aircraft: from enthusiastic to annoyed.
    Aviation Marshal A.I. Pokryshkin generally spoke favorably about the MiG-3, but noted: the plane was only for a good pilot, the average pilot on the MiG-3- was automatically transferred to a weak one.
    Air Marshal G.V. Zimin was more categorical: ... God knows what
  6. Papapg
    Papapg 21 February 2016 08: 35
    You watch this video of the report on the behavior of aircraft and something from the inside is "rushing" with joy, for your country, for people, top-class specialists. All the same, no matter how hard they try to hinder us, we still go forward, albeit not at such a fast pace, but forward. And a person who does not remember or has forgotten his past is called Nepomniachtchi.
  7. Bosk
    Bosk 21 February 2016 09: 22
    And besides, one of the most beautiful WWII fighters, but for me it’s the most beautiful!
    1. Bayonet
      Bayonet 21 February 2016 14: 49
      Quote: Bosk
      And besides, one of the most beautiful WWII fighters, but for me it’s the most beautiful!

      Undoubtedly handsome! Swift streamlined fuselage! good
  8. The comment was deleted.
    1. KBR109
      KBR109 21 February 2016 11: 35
      What kind of Jew is a porter? And by what mistake if the pilots were not informed of the "secret" silhouette of the SU-2? The future Marshal Pstygo, who piloted that plane, was really lucky ...
    2. Bayonet
      Bayonet 21 February 2016 14: 52
      Quote: yakub
      in the first battle of 1941, he shot down a Soviet plane

      Pokryshkin shot down his first plane on June 22, 1941 - unfortunately, it was the Soviet Su2 short-range bomber, landing on the fuselage in the field. The chaos of the first day of the war saved the future ace, and he escaped with only a major catch-up. hi
      1. Thunderbolt
        Thunderbolt 21 February 2016 22: 36
        jakub, the author in the article does not write about first fight Pokryshkina, but about the first air victory of our illustrious pilot. So understand the difference and do not cast a shadow on our heroic past. And the first battle, like the last, is the hardest one. What Pokryshkin honestly stated in his books. Therefore, I consider your comment to be unrighteous.
  9. ASK505
    ASK505 21 February 2016 10: 13
    The war showed that the main air battles were fought up to 3000 m. And the Mig-3 was conceived as a high-altitude aircraft. The MiG-3 was indeed a very difficult and difficult machine to control. With an increase in speed, for example, up to 350 km / h, it became much more difficult to control the MiG-3 than the Yak-1, Yak-9 or Me-109F and it was required to apply an effort eight times greater than on the La-5, which had excessively "light "rudders. It was physically exhausting. As the speed increases, the comparison will become more and more disadvantageous for the MiG-3. If the Yak-1, for example, performed a turn in 20-21 seconds, then the MiG-3 - in 27-28! Me-109F in 24 sec. He was not easy at all. The armament of the MiG mass series (BS plus two ShKAS) could not be considered satisfactory for a high-speed fighter, either in terms of the reliability of the mechanisms, or the power of the salvo. For comparison: in the summer of 1941, the weight of a second salvo of the Yak-1 was 1,73 kg, for the LaGG-3 - 2,43 kg versus 1,2 kg for the MiG-3 (according to NIP AV). And the shooting of the first serial weapons gave a salvo weight of 0,948 kg / s (almost like the I-153 M-63 - 0,94 kg / s). It was no accident that Stalin organized several design bureaus, and they successfully completed their task. And the Mig-3 is a common experience of design thought, and it was not in vain. After the war, KB MiG took the lead.
  10. The comment was deleted.
    1. guzik007
      guzik007 21 February 2016 10: 45
      he himself repented after the war
      Not after the war, but immediately after the flight. And he did not repent, but stated it in the report, as it should be. But they were not punished, because the su-2 was so "secret" that its description-profile was not even given to its pilots.
      1. bober1982
        bober1982 21 February 2016 12: 11
        You probably don’t need to pay attention to people like Comrade Yakub, it’s like a pig who finds dirt everywhere.
      2. The comment was deleted.
      3. Bayonet
        Bayonet 21 February 2016 15: 09
        Quote: guzik007
        Su-2 was so "secret" that its profile description was not even given to its pilots.

        Well, if they didn’t trust their own, then nothing surprising ... request
  11. Stas57
    Stas57 21 February 2016 10: 19
    a couple of different quotes
    In horizontal maneuverability, the MiG-3 also lost a lot, especially the early series of the car, which had no slats. Depending on the altitude, the Mes-Sarschmitt, even without deflecting the flaps, made turns several seconds faster and with a smaller radius, and the MiG-3 pilot, when making a U-turn, had to constantly watch so as not to get into a tailspin. Tests at the Air Force Research Institute, which took place in 1942, showed that at an altitude of 1000 meters, the MiG-3 could not perform a steady turn (i.e. a turn with a fixed roll) in less than 28 seconds.

    After comparative tests of the captured MiG with the Bf 109F-3 in February 1942, the following entry appeared in German reports: “Although Messerschmitt once again demonstrated its superiority in flight data, the altitude characteristics of the MiG deserve respect.” The well-known German ace G. Graf also gave a rather flattering assessment to this fighter, after the battle of 2 on October 1942 of the year near Stalingrad, which ended in a draw: “This Russian refutes brilliantly the MiG is worse than Bf 109. Once again I am convinced that the high skill of the pilot always minimizes the superiority of the enemy in technology. "
    1. samoletil18
      samoletil18 21 February 2016 12: 36
      I would like to add that this aircraft would be in demand in the air defense of any WWII participant. In 1943 they were badly worn out, and when the Germans began to use high-altitude reconnaissance aircraft over Moscow, the command faced the problem of the impossibility of opposing this with something. They remembered, of course, about the MiG-3, but none were found in proper condition. I had to experiment with jet accelerators. In the 80s, "Tekhnika-youth" published an article about attempts to put an accelerator on the Su-6 in the light of this problem.
      1. Thunderbolt
        Thunderbolt 21 February 2016 23: 06
        Quote: samoletil18
        when the Germans began to use high-altitude scouts over Moscow, the command was faced with the problem of the inability to oppose this to something. They recalled, of course, about the MiG-3, but they weren’t found in proper condition.
        A bit not quite true, although true. The German scouts worked at such stratospheric heights, where it was difficult to climb and were a very difficult target. Here is a report compiled by our command:
        "August 22 (my birthday smile ) 1943 from 08 hours 40 minutes to 10 hours 10 minutes the enemy reconnoitered Moscow and its environs with one high-altitude reconnaissance aircraft of the type Yu-86R-1 at an altitude of 12000-13000 m.In the fire zone and in the area of ​​Moscow the enemy was 1 hour 30 minutes (from 8 hours 40 minutes to 10 hours 10 minutes) and three times passed over the city center.
        To intercept the enemy, 15 fighters were lifted at different times from the airfields of Central Asia (Central airfield - ed.), Kubinka, Lyubertsy, Inyutino, Vnukovo, of which three Yak-9, two Spitfire, Airacobra and MiG- 3, as well as six Yak-1.
        Of all the fighters raised, only one - "Spitfire", piloted by senior lieutenant of the 16th IAP Semenov, climbed 11500 m and fired at the enemy from the cabrio, being 500m below the enemy and 200 m behind. Pilot Semenov used up 30 rounds and 450 rounds of ammunition, after which the gun and machine guns refused due to icing. The enemy returned fire from the starboard side and from below tracer bullets.
        In the area of ​​Moscow and on the way back to Mozhaisk, the enemy was chased by the pilots of the 12th GIAP - junior lieutenant Nalyvaiko (Yak-9), who collected only 11100 m, 562nd IAP - Polkanov and Butslov (Yak-1), who scored 9500 m, 28th IAP - Abramov and Evdokimov ("Airacobra"), who scored 9000 m, 565th IAP - Krupenin and Klimov (MiG-3), who scored 10800 m. All pilots, due to the large difference in altitude, did not fight. Anti-aircraft artillery fired on the enemy, due to the inaccessibility of the height ...
    2. gladcu2
      gladcu2 1 December 2016 04: 49
      cias 57

      Pokryshkin, on the MIG-3 he fought on the vertical. Always with a supply of energy and in a protracted horizontal bend never drawn.

      Pokryshkin always prepared the attack carefully and with advantage. Breaking his head in the battle did not go. But, at the same time, he could afford to organize the fight at his discretion, since he was always a leader. He did not have to be a victim of other people's mistakes. This is the most important factor that helped him survive and succeed.
      When your commander is not very smart but very proactive, the soldier’s life is short. Pokryshkin had a lump of regiment with poor experience, which climbed into the military affairs of Pokryshkin. But good or bad, this issue was resolved.
      Well, thank God.
  12. guzik007
    guzik007 21 February 2016 11: 11
    All the twists and turns of the creation of the I-200, the story of its true designer Polikarpov, the unseemly role of the Mikoyan in this whole story, and especially Yakovlev, are well described by Mark Solonin in "On Peacefully Sleeping Airfields"
  13. Makarov
    Makarov 21 February 2016 11: 28
    Che is undeservedly forgotten? An excellent machine is a hard worker, just this fighter was not outstanding in terms of design features of the time - a solid plane and nothing more ...
  14. The comment was deleted.
    1. bober1982
      bober1982 21 February 2016 13: 20
      They explained to you that A.I. Pokryshkin did not keep silent. He did not want to offend, forgive me.
    2. Good cat
      Good cat 21 February 2016 21: 09
      You yourself are a tire maker, a man with different flags, go home!
  15. Severok
    Severok 21 February 2016 13: 02
    In the Arctic, probably like nowhere else, flew types of domestic aircraft and aircraft supplied by the "allies". From MBR-2 and I-15 bis to "Harikkein" and "Boston". The remains of cars shot down in the sky of Murman can still be found in the surrounding hills. I myself found an aircraft engine on Mishukovskaya Mountain.
  16. tank64rus
    tank64rus 21 February 2016 13: 44
    The fighter was developed according to the ToR for high-altitude battles. But experience has shown that the main air battles were fought at lower altitudes, where German fighters had an advantage over the MIG. But as a high-altitude fighter for air defense, he went perfectly, which showed the experience of aerial combat in the skies of Moscow in the fall of 1941.
  17. unknown
    unknown 21 February 2016 13: 50
    Quote: Severok
    In the Arctic, probably like nowhere else, flew types of domestic aircraft and aircraft supplied by the "allies". From MBR-2 and I-15 bis to "Harikkein" and "Boston". The remains of cars shot down in the sky of Murman can still be found in the surrounding hills. I myself found an aircraft engine on Mishukovskaya Mountain.

    This topic, at one time, was raised in the Ogonyok magazine by one journalist. After publication, he crashed in a car accident. They paid too much in the West for such samples. Everything flowed away. And then some journalist began to get in the way.

    By the way, the so-called MIG-project of Polikarpov, "the king of fighters".
  18. novobranets
    novobranets 21 February 2016 15: 39
    Always had a deep respect for people restoring the technology of the Second World War. True enthusiasts find, get and repair their equipment (expensive business, by the way), find and open often unknown pages of history.
  19. saygon66
    saygon66 21 February 2016 20: 37
    - Great! And then our planes fly in New Zealand and Finland ... Is there anything "heavier" that we fly? Il-4, say ... or even a Pe-8?
  20. tolancop
    tolancop 21 February 2016 22: 09
    ".. Test pilot, director of SibNIIA Vladimir Barsuk.
    An interesting professional view of an airplane, which demanded much more skill and dexterity from the pilot than the current winged aircraft stuffed with electronics and automation ... "

    I read the opinion of the MODERN tester. About the behavior and features of the aircraft - interesting. But the assumption that the plane allowed in battle and which did not allow is superfluous. For such conclusions, the tester, at least, had to fly on a Messer, then there would be grounds for an objective comparison. Maybe Mig-3 allowed a lot, but it is obvious that Messer, unfortunately, allowed his pilot more. And the front-line pilots with command probably came to such conclusions very quickly. Otherwise, Mig would not have been pushed into the air defense.

    Although the MiG was "pushed in" most likely due to a combination of factors: the characteristics are lower than those of the enemy, and even the engine is similar to the Il-2, and the armament is rather weak. And it was hard to pull off the production and development of 3 different types of fighters in wartime ... So the loser dropped out of the fighter troika.
  21. Thunderbolt
    Thunderbolt 21 February 2016 22: 15
    MiG-3 became the first Soviet fighter to shoot down a fascist plane over the USSR in 1941. Three months before the war. April 15, 1941, he damaged the engine of a German reconnaissance aircraft Ju-86R-1, sat down on the forced in the Rivne region.
    Ju-86R-1 appeared in the army only in 1942. Therefore, it could be Ju-86P-1 or Ju-86P-2 (pure reconnaissance). In general, I must say that these high-altitude reconnaissance aircraft were a "tough nut to crack" for our Very often, our fighters sent to intercept these "ghosts" could only visually fix them, and it was difficult to climb to their height and use weapons. The MiG-3 described here began to overheat and could even catch fire. And the whole point is that work on a special high-altitude interceptor before the war was curtailed. I do not know what was the reason. Maybe it was necessary to mobilize the resource of designers and production for the production of front-line fighters, or maybe a miscalculation of reconnaissance ... - when the Soviet delegation got acquainted with the samples of the German aircraft industry, then these "Junkers" were not shown to them, the secrecy of these "chicks" was complete.
    Despite all this, our pilots still got and scuffed German intelligence.
  22. hohol95
    hohol95 21 February 2016 22: 34
    Moment; LaHG; YAK - Each aircraft had its own performance characteristics! If I'm wrong - Poke in the face !!! MiG - the interceptor developed probably after the BATTLE FOR THE UK - there the battles took place above 3000 m! And the fact that on the Eastern Front the proud GERMANS climbed down from heights up to 3000 m does not mean that the MiG is bad! Yes, weapons are weaker than LaGG, but LaGG was heavier at the request of the MILITARY weapons (up to 5 points) and tanks with fuel (5 instead of 3) plus RO (RS) - rocket launchers (rockets)!
    1. gladcu2
      gladcu2 1 December 2016 05: 02

      In the battle for Britain, there were battles above 3000 m due to the fact that the Germans used strategic bomber aircraft. They dropped bombs from great heights. It was work on strategic sites and cities, as a factor of terror and intimidation.

      Front-line aviation was already operating on the eastern front. It is clear that the heights were up to 3000 m.

      By the way, according to Pokryshkin. The flight on I-16 at altitudes of 3000m was already considered high-altitude.
      1. hohol95
        hohol95 1 December 2016 08: 05
        Tell me the composition of the German strategic bomber aircraft. Or the Germans were still afraid of the English anti-aircraft artillery. So they flew above 3000 m.
  23. Dekabrev
    Dekabrev 21 February 2016 22: 36
    I wanted to put 10 pluses. Did not work out!
  24. glasha3032
    glasha3032 22 February 2016 02: 03
    What can be restored from a 55-60-year-old in a swamp and a thoroughly crashed plane? Alas. Most likely, nothing, all the details are broken, distorted. Most likely they collected a remake according to the old archival drawings, and thanks for that! Although the engine could probably be found native, this task is still simpler ...
    1. saygon66
      saygon66 22 February 2016 03: 27
      - Try to search for "Swamp Ghost" ... B-17 "Flying Fortress", which fell in the 42nd into the swamps of New Guinea ... Preservation example:
      1. glasha3032
        glasha3032 23 February 2016 03: 46
        Yes, on TV they showed how it was being restored, there was nothing to restore there.
    2. The comment was deleted.
  25. Pomeranian
    Pomeranian 22 February 2016 22: 36
    Interesting stuff. If I knew that after so many years someone would be seriously interested in the old flying pieces of iron, it would be possible to make a map; in the last century, I came across the remains of Yerplans in the tundra.
  26. Dmitry Merkulov
    Dmitry Merkulov 25 October 2018 19: 19
    MiG-3 was one of the best and its restoration shows the power of the Soviet Air Force