AM-35A engine images

Updated on December 20, 2003 file name: engineam35a.html

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(Photo of Thomas Siepert)

Some images of this AM-35A engine are the base of our description, in spite of the lacking of some pieces. The most of the comments written on this page are only deductions obtained comparing images. The AM-35A was a 12 cylinder 60 vee engine; the max power was of 1350 hp (993 kW); fuel consumption 330-360 g/hp for hour; the nominal rate was 2050 rpm, while the maximum rate was 2350 rpm.. Dimensions: lenght 2402 mm, width 866 mm, height 1089 mm; mass 830 kg. This large engine was specifically projected for high altitude use by the chief designer Mikulin; it equipped both the single engined fighters MiG-1, MiG-3 and the four engined bomber Petlyakov Pe-8; besides it was used on some examples of the long range bomber Yermolaev Yer-2, as an alternative to the Diesel engines. This engine was very similar to the AM-38F of the Il-2 Shturmovik, and built in the same plant (Kuybyshev, in late 1941); this was the reason of the end of its production, and of the consequent end of the MiG-3 program too.

Here are detailed drawings (from Scale Aircraft Modelling International) of the AM-35A engine. All the pipes and wires are omitted. On the left side view, all the left cylinder bank is omitted. Here are many detail photos, forthemost due to Kai Mecklin, Museum Director of the Central Finland Aviation Museum.

These images from behind show the centrifugal supercharger. 1. the central intake should be connected with a twin duct beginning with the wing root air intakes, visible on the photo above but missing in this one. 2. the steel support on the right seems to be for a box, probably a top pressure valve (see photo of AM-38 below); this valve should be connected with a thin pipe to the compressed air duct. 3. a piece of duct, connecting the supercharger outlet with the longitudinal compressed air collector, is lacking. 4. note the asymmetrical connection of the supercharger outlet.

On this image of the supercharger, from the top, we see: 1. the oblique pipes visible between the supercharger and the engine block contain shafts to move the distribution shafts (two at the top of each cilynder bank); 2. besides, the shafts move the distributors placed behind them (not visible here); 3. the clean silver plate (on both sides) could be the support for oil filters (absent).

This image, from the left, shows the same things as above.

On this photo, taken from behind to thcylinder banks, we see: 1. the ignitors, partially visible on the sides (metallic, connected to silver wiring); 2. the connection between the central compressed air collector (large pipe) and the inlet stacks (two for side, connected to three cilynders each); 3. between this collector and the stacks there are air flow control valves controlled by the throttle; 4. the control levers for such valves; 5. grey fuel pipes connected to the injectors (only two for each triple stack); 6. metallic supports for the trasversal tubes supporting the gun barrels.

This photo represents the right cilynders bank, taken from behind-left. We see: 1. the holes here are for missing spark plugs (4 for each cilynder, two on the internal side of the bank, two on the external side); the wires should go to the ignitor, as those visible (from the external bank side spark plugs). 2. a metallic support for trasversal tubes substaining the gun barrels is well visible on the upper right corner.

Here we see the external left side of the engine. We recognize: 1. the exhaust stacks (with a deformed outlet; it should be circular); 2. the spark plugs (only one mounted for each cylinder; the hole for another one is void); 3. the spark plug wires (only six; in a complete engine, other 6 should pass behind these; the small silver circles are probably the fixing points for other 6 wires); 4. vertical Y-shaped pipes; the larger part is for a shaft connected with distributor shaft; 5. a silver thin longitudinal cooling pipe departing from a larger one connected on each engine side,probably for cooling water.

This shows the engine from a frontal perspective. We recognize: 1. 2. 3. 4. 5. 6. the propeller shaft; the conical reduction gear; a lubrification (?) pipe attack over it; a twin pipe connecting the reductor to the cylinder banks (for lubrification?); a connection to a pneumatic starter (?), missing on the photo; large holes on the cilynder banks front, perhaps to connect cooling pipes.

In this frontal view we recognize: 1. 2. 3. 4. the head of the cylindrical compressed air duct; the other extremity of the control levers of the air inlet valves; the injectors; two green pipes attacks, probably for oil from the side radiators.

This image from the rear shows the lubrification/cooling pump under the engine block. We see:

1. on the rear, the connection for a coolant pipe to the ventral cooler; 2. on the right, the connection for cooler inlet; 3. the motion should reach the pump by an internal shaft.

The same device seen from the left side. We see: 1. a short oil pipe collecting oil from the engine; 2. two outlets for pipes directed to the oil side coolers.

The same device seen from the right side; we see: 1. the connection for cooler inlet (?), 2. a short lubrification pipe from the engine block to the pump; 3. another pipe for oil, probably directed to two oil filters on the engine sides (absent). In front of the pump under the engine, there should be a cylindrical device connected to the pump by a small shaft, probably an electric generator. It should correspond to the larger bulge under the MiG-3 nose, and has an hole for air cooling.

This image shows the pneumatic starter from an AM-38F under restoration by Rusavia. It should be identical to the piece missing in the Central Finland Aviation Museum engine.

This image shows the AM-38F under restoration by Rusavia. The engine is turned upside down. A green coolant pipe is visible. It should be present on AM-35A too, even if it doesn't appear on photos I have. It is likely that coolant pipes were green, and oil pipes were orange brown on original AM-35A too.
Photo from Istrebitel MiG-3 by Medvedv, Hazanov, Maslov

This is the AM-38F under restoration by Rusavia. We see the small shafts inside two red y-shaped pipes; these were for moving the distribution shafts and distributors. Probably these shafts functioned as oil pumps too.
Photo from Istrebitel MiG-3 by Medvedv, Hazanov, Maslov

This is an oil cooler, again from Rusavia. It has to be installed into the tunnels on the side of the nose.
Photo from Istrebitel MiG-3 by Medvedv, Hazanov, Maslov

This is a complete view of the AM-35A engine.

(from MiG OKB)

We see some details absent on the example of Vesiiveehma Museum: 1. 2. 3. 4. 5. 6. supercharger inlet duct (closed with a light cover); max pressure valve; oil filters; spark plug wires; electric generator; pneumatic starter.

Here we see the nearly identical AM-38F engine used on the Il-2; the visible differences between this and AM-35A are:

four holes for each side; different oil filters (but such cilindrical filters could be found on other photos of AM-35A too); different supercharger duct (see photo below).

(image from OKB MiG)

This AM-42 shows rear details; it is slightly different from the photo above; we see:

different exhaust stacks, for Il-10; higher cylinder banks head, perhaps with one distribution shaft each; different supercharger inlet duct; different colors; note the max pressure valve on the supercharger and the relative small pipe, probably similar to that of AM-35A.

Here is a cutaway of the forward fuselage, giving a good idea of the AM-35A engine mount.

This image shows some details of I-200 no.02, and are representative of early MiG-3s too. Later MiG-3s had different engine paneling. The image shows the gun barrels, enclosed within pipes to protect them from thermal shocks and distorsion. The guns are supported by two trasversal tubes, fixed to the engine. Just behind the propeller, one can see an oil tank (large, on the right) and a glycol cooler tank (small, on the left). The thin light pipes passing under the trasversal tubes are for fuel injectors.

This photo shows some details of an early type MiG-3. The larger pipe should be for coolant from the cooler to the front head of both cylinders banks (it should be splitted). Smaller pipes could be for the glycol and oil tanks. A Venturi is visible; it should be in correspondance of a small air intake on the lower engine cowling panel; it should be for some vacuum line. Note the shape of the plates mounted on the internal tube structure; the small holes are for Dzud locks, and were partially replaced by fast locks on late type MiG-3s.

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Guns images
Updated on December 20, 2003 file name: guns.html

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The most of MiG-3s were armed with three syncronized guns over the nose:

one UBS 12,7 mm machine gun on central position, two smaller ShKAS 7,62 mm machine guns on its sides.

This image shows some details of I-200, probably no.02 or 03, and are representative of early MiG-3s too. Late type MiG-3s had an unique large panel over the engine. There is one UBS machine gun on central/left position, and two ShKAS on the sides. The image shows the gun barrels, enclosed within thermal sleeves to avoid icing. Note their oblique front profile. Thin pipes (?) arrive to the UBS, probably for pneumatic reloading. The sleeves are supported by two trasversal tubes fixed to the engine.

UBS 12.7 The Universal'ny Berezina Synkhronny (Universal Berezin Syncronized) was developed since 1940 into four versions: UB - multipurpose by Berezin, Universal'ny Berezina;

UBS - synchronized, Synkhronny; UBK - wing mounted, Kryl'evoj; UBT - or turret, Turel'nij; The UBS fired the 12.7x108 mm round at a rate of 1000 rpm, at a muzzle speed of 860 m/s; it weights 21.5 kg It was an highly effective weapon.

ShKAS 7.62 The ShKAS, Shpitalny-Komaritski Aviatsionny Skorostrelnij (Shpitalny-Komaritski rapid fire machine gun for aircraft) was the standard 7,62 mm gun since 1935. It fired the 7,62x54R round at a rate of 1800 rounds for minute, at a muzzle speed of 825 m/s; the weapon weights 10 kg, and existed both for fixed fighter installation and with handle for defensive installation. This weapon was not too effective against bombers, fighters and armoured vehicles because its lack of penetration into armoured plates.

Another shot of both weapons ( here the ShKAS has the handle for some defensive installation; by Lee Jong Tae).

Here are the gun firing slots on the nose of three-guns-armed MiG-3s. Note again the obliquely shaped protruding thermal sleeves.

Here is a cutaway of the fuselage, giving a good idea of the armament and ammo boxes mount. There is one UBS machine gun on central position, and two ShKAS on its sides. The UBS ammo box is in front of the front fuel tank; the cartridge case discharge is on the left side. The ShKAS ammo boxes are in oblique position, one for each side of the aircraft. All the guns receive the ammunitions from the right side; for this reason, the left ShKAS ammo box appears in a more internal position than the right one, and the guns position is asymmetrical. Metal wires pass from each gun to a handle on the instrument panel, to move the gun breechblocks; these wires pass throught a curved firewall separing the instrument panel from the guns bay. Some thin levers between the engine and the guns should be for the syncronization mechanism. A shell expulsion slot was on the left side of the water cooler fairing.

This good image shows some details of the gun bay:

the larger alluminium duct should be for wasted cartridges expulsion of UBS; the thinner alluminium duct should be for left ShKAS ammo supply; the curved firewall behind the guns is broken; note the black fuel tank behind the ammo cases.

Photo copyright Jan Koennig

The image shows the nose of an early MiG-3; we recognize:

the guns and their ammunitions (out of the boxes), and the thermal sleeves; the oblique ShKAS ammo box; the curved firewall in front of the instrument panel and the wires for gun breechblocks; the antenna mast, fixed to the internal structure (not to the cowling!); the tubes of the structure, and the shaped plates on them for external panels fixation by Dzud locks.

The panel hold by the German soldier is from an early MiG-3; it goes over the engine, not on the gun bay as it could seem from the photo above. The same image shows:

the curved firewall separing the cockpit from the gun bay; the wall is crossed by the gun firing and arming wires. shaped metallic plates fixed on the steel tubes structure to fix removable panels by locks; some small supports for panel fixing on the symmetry plan of the aircraft; The ammo coils for UBS and ShKAS.

Here is a photo showing the inner face details of a side panel. The color looks slightly darker than the external face; it could be the same green of the exterior face (but not faded by sunlight), or dark grey A-14. The shape of internal structure of panels can be extrapolated, when not visible on photos, from the rivets lines visible on some good drawings.
Photo copyright Jan Koennig

From February 20, 1941, a new version with two further 12,7 mm BK guns on under-wing pods with 145 rounds each The new standard revealed itself unsatisfactory, as the weight increased of about 150 kg, deteriorating the flight characteristics of the aircraft; besides, the firing at high g manoeuvres was imprecise due to torsion flexing of the wings, so the most of the gun pods were removed when the aircrafts arrived at the units. 821 examples with 5 guns were produced through July 27, 1941, when the under-wing guns were deleted from production, and the armament returned to the original standard. The predisposition for under-wing guns pods (i.e., reptangular panels for ammo visible under the wings) seems to have remained on following aircrafts too, and it looks to have been suppressed only towards the end of MiG-3 production.

Left: this image shows an underwing pod, without the gun barrel protruding from it. We see the opened ammunition door too, and a distorted landing light panel. Some undercarriage structures appear distorted too. The aircraft is an early one, without slats. Note that the pods are painted separately from the wing.
(image from Ian Konning)

Below: here are two details of an image showing underwing gun pods with barrels protruding. The aircraft is a late production aircrafts, with slats and gun predisposition. The shells expulsion slot should be on the left side of both pods.

315 late production examples were armed with 2 UBS with 700 rounds each, instead than the usual armament. Here is an image of the internal arrangement. The ammo boxes were probably disposed on the lateral positions previously occupied by ShKAS, but moved rearwards as the original UBS and extended downwards into the space left free by remotion of the ShKAS ammo boxes.; both UBS should receive their rounds from the right side, and expell wasted cartridges on the left. What we see on the photo are probably wasted cartridges ducts. It is not clear if MiG-3s armed with two UBS were externally distinguishable from usual ones armed with three weapons; probably they weren't.

About 50 late production MiG-3s were armed with a couple of ShVAK 20 mm guns; their general layout can be supposed as for the 2 UBS armed aircrafts. The ShVAK gun was designed and first built in 1936, and utilized an operating system similar to that of earlier ShKAS. Rate of fire: about 800 rounds for minute Weight: 42 kg Overall lenght: 1,76 m Barrel lenght: 1,25 m

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cockpit
updated on September 25, 2005 file name: cockpi.html

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Here we see the right side of the cockpit; we recognize:

the seat equipped with a 9 mm thick armor plate; the rear part is fixed to two trasversal tubes; the lower part is adjustable, hinged to four triangular plates that are hinged to trasversal tubes; a spring balances the weight during adjustements; the control colums, mounted on a pavement extended in front of the seat (no walls or pavements are there under or behind the seat); the electric plant panel; the oxygen bottle, on the right of the seat; it should be connected to the tap visible on the side structure, and then to a mask; the RSI-3 or RSI-4 communication radio on a plan behind the headrest; a wire is visible, connecting the radio boxes to the aerial; the radio panel, close to the floor; a signalation pistol on the side structure, and a support for signalation rockets on the wall; a cockpit tool case on its support behind the headrest; the canopy sliding guides, fixed to the tubes structure and under the central strut (splitted) of the rear canopy panel; the hinged rod from the control column to the horizontal tail surfaces; the pedals, connected to the rudder by wires; the control panel, with three handles for guns arming; the PBP-1 gunsight is fixed to a trasversal curved tube.

On the left side of the cockpit, we recognize:

a compressed air bottle, chargeable from a small hole on the side panel, and connected with the tap fixed on the strut; the crank actioning the water cooler flap; a first aid kit; the engine control panel, with the throttle and related controls; some radio devices; some levers; the handles for emergency opening of the main undercarriage; the inner side of the foothold on the left side.

The radio boxes were not always installed; they were surely absent on aircraft without the radio mast, and even in some aircraft with radio mast installed. below: the radio vane. Note the hole, clearly visible from outside on many photos.

On this plan view, we recognize:

the rear panel with the radio boxes; the lower part of the seat (the rear part is omitted) with the height regulation lever, and the trasversal tubes on which the seat is undirectly hinged; the minimal pavement in front of the seat, including the control bar base and the pedals; the tubes structure is sectioned on a low level, and let see the radio box on the left, the flaps wheels on the left side, the trimmers wheels on the right side; a tools package behind the headrest.

On this image we recognize:

the instrument panel with 15 instruments; 3 gun arming handles on it; the gunsight and the trasversal bar supporting it; the tubular structure (well separed from the side panels); the connection mechanism between the control bar (omitted) and the ailerons actuating rods; the pedals; a tissue cap covering the footstep on the inner side; the indicator of cooler flap position on the left; the controls of the KPA-3 bis oxygen device under the instruments panel; the levers of throttle (upper) and altitude correction of thrust (lower) on the left side (they pass through a slot on the side panel, not visible here).

Left:

the seat with the rear belts passing through a slot (side belts aren't visible, but they should be); the control column moved towards a side; the control handle of seat position on its right; the guides of the canopy (see enlarged detail).

Right top: the control column top with double handle; two firing buttons and the wheel brake lever. Right below: the PBP-1 reflexion gunsight.

Here are the instrument panel and the electrical panel on the right side (legenda by Audrius Nairanauskas)

1. Altimeter 2. Direction (Compass) 3. Artificial horizon 4. Manifold pressure gauge 5. Fuel gauge 6. Speed indicator 7. Slip indicator (Turn and bank) 8. Climb indicator (Variometer) 9. Tachometer 9.1. Oil temperature; Fuel pressure (left); Oil pressure (right) 10. 11. 12. 13. Water temperature 14. Oil temperature (I dont know what's the difference with 9.1)

15. Main landing gear switch (up-retracted, down-ejected) 16. Shutter of oil cooler.. 17. Red light 18. Red light 19. Landing gear 20. Left landing gear indicator ejected (red light) 21. Left landing gear indicator rejected (green light) 22. Right landing gear indicator rejected (green light) 23. Right landing gear indicator ejected (red light) 24. 25. 26. 27. 28.

29. Clock 30. Ammeter 31. Cockpit lightning. 32. Instrument panel lightning 33. Bomb trigger-timer 34....... 35. Radio switch 36. Clock /Pito switch. 37. Landing light 38. Electricity wire ON 39. Aircraft navigation lights 40. Switch ON 41. Airfield accumulator 42. Rocket launch.

Here are some views from the Il-2 flight simulator. The cockpit appears to be realistic in shape, and I would suggest to consider it as a likely reference for some color details.

Here is the virtual right side view. About the general colours of the structure, light grey is unlikely in 1941. Unpainted steel tubes are in contrast with what one can see on photos, too.

The real colors of the MiG-3 cockpit are still unclear. On bw photos, one can see that the instrument panel can be either black or light. Tubes structure is seen both dark (probably dark grey A-14) or light (perhaps light blue-green primer, or light blue as the undersurfaces). Inner face of fuselage panels appears light; in the Veesiveehma depot there is a panel with a light blue-green painted inner surface. Green is likely for some boxes, as radio and electric equipment. Some small details were unpainted. The compressed air bottle should be black, while the oxygen bottle could be blue or green. The internal surfaces of the wooden rear fuselage could be painted silver or ALG-1 yellow primer. The example under restoration by Rusavia has different colors: light blue pipe frame, ALG-5 primier floor and lower seat, black seat armor, yellow wooden structure. I don't know if they have found traces of old paint on the restored wreckages. On most restored Polikarpovs, green and light blue are the dominant colors in the cockpit.

Here we see black electric panel and light instrument panel. The light profile just on the left of the photo is the sliding canopy side guide. The MiG-3's sliding canopy had three guides:

left and right side guides, close to the tube structure

and centre rear guide, fixed under the central frame of the rear part of canopy.

The frame itself was divided by a central slot that was visible from outside. The scarce accessibility of this rear guide prevented the installation of a quick emergency release as on Spitfires, so most pilots flew with opened canopy.

Here the instrument panel is black.

The photo below shows a closure mechanism inside of sliding canopy, on the right side only. It was not installed on all aircrafts.

Here we see :

dark pipe structure (dark grey A-14?); strongly worn plates for external panels support; dark seat; dark radio bay (probably green as the uppersurfaces); the absence of the closure mechanism on the canopy frame.

Photo copyright Jan Koennig

Here is the RSI-3 radio set installed on I-200 n.03. It is similar to that installed on MiG-3s. The dominant color of the boxes should be green. The shape of the bay and of the rear part of the canopy is different from those of series aircraft. The oxygen bottle (on the left below) and the support and belts for a tool case (centre) are visible too.

On the photo of this relic found in Karelia by the firm Aviascan, we recognize:

the tubes structure, including an oblique vee for the reat seat part and an horizontal vee supporting undirectly the lower part of the seat, not well visible on drawings above; the control column in good conditions; a reptangular frame for the instrument panel; the curved tube supporting the gunsight (missing);

On this image, some details are noteworthy:

the overposition between sliding canopy and fuselage; the headrest; the lack of radio boxes; the longitudinal structures on the windshield, scarcely visible because they are on the inner side of the trasparent part; the hand grip door under the windshield.

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The undercarriage
Updated on December 20, 2003 file name:undercar.html

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The main undercarriage of the MiG-3 was conventional, with inward retractable main gear by pneumatic actuators. The shock absorbers had a 270 mm stroke, and were filled with a 70/30 glycerine/alcohol mix. The shock absorber was covered by a rubber manifold to avoid dust adhesion on sliding surfaces. A knee prevented the rotation of the wheel axis. The tubed tires were 600x180 mm. The undercarriage bay is closed on its sides, and has a small step all around to locate the doors when retracted. It has 3 small slots on its rear surface to pass air pipes for the actuator and the wheel brake and some wires. When the wheel is up, it is locked by a spring mechanism, that can be released pulling a wire.

The doors are divided into 4 pieces for each main gear:

The larger piece is solid to the leg below the shock absorber; two thin cylindrical guides on the upper part of the leg align this piece, while it is free to move upwards/downwards during shock absorber compression/extension. On this piece, a narrow vertical door closed by a spring avoids interference with the retraction locking pin during extreme compression. The second and third pieces are hinged between the first one and the upper part of the leg, so that they can allow both extraction/retraction and compression/extension movements. The forth piece of door is hinged to the wing undersurface; it is closed by the pressure of the retracted wheel over a leverism, and opens because a pair of springs and its own weight when the wheel is extracted.

Our best reference for undercarriage colors is this detail from this color photo of an original MiG-3. Another color photo shows the same color for undercarriage doors, flaps and undersurfaces too. The shades of the photo looks to have a too orange hue due to the sun's light. The wheel hub looks green with an alluminium center, while the interior surfaces are probably light blue as the undersurfaces. According to the researches of Erik Pilawski, light grey is not likely in 1941. Note the use of dark green on some internal surfaces. It's not sure that all the aircrafts had their undercarriage painted in the same way.

This image of a damaged plane shows rarely seen details. The flexible cover of the shock adsorber is probably black rubber; here it looks cylindrical, perhaps because it is fully extended. Here is visible the pin protruding from the wing uppersurface.

left: On this image, the wheel door was locked closed by hand for photo purposes; in normal functioning, it was closed for the pushing of the retracted wheel on an internal leverism. In front of the bay, we can see an hole with a pipe protruding from it; this detail is present on the left wing only. right: the leg and wheel are well visible here. Here the wheel disk appears all painted green, while we can see an unpainted center on other photos.
From Istrebitel MiG-3 of Medvedv, Hazanov, Maslov

This detail (from a photo of Jan Koennig of www.Jetmodell.de, allows to see good details of the undercarriage, as well as of the air intakes. Note that the guide rods near the leg are deformed.

The tail wheel is pneumatically retractable; the extended actuator functions as a shock absorber too, allowing small rotations rearwards. The tailweel is free-castoring. The vane is closed by doors, mechanically linked to the gear strut; on early MiG-3s, the doors have an opening to protrude the wheel; on later MiG-3s, the doors were bulged and completely closed. The well tyre was of the full type, with diameter of 170 mm. A small chain protruding from the gear could be a ground dispersor for static electricity.

The tail wheel functioning wasn't too reliable, so it was often locked in open position, particularly from late 1941 on. Sometimes doors were retained, but it was more usual to remove them and to replace them with tissue covers of many different shapes.

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structure
updated on February 28, 2005

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The internal fuselage strut is made by welded chromo-molibdenum steel tubes of slightly oval section. The rear fuselage has a wooden structure covered by birchwood layers. It is connected to the tubes frame by bolts (see n.3). The metallic attachments are fixed to the wood by plates with two lines of bolts. On the upper plates, the bolts heads (just behind the sliding hood) are covered by an aerodynamic plate. for images see rusavia.html rusavia2.html
from "Construction of aircrafts" 1953 edition

from

On the mid and aft fuselage structure of welded steel tubes, we see some shaped structures with small holes. They are for installing aluminium alloy external panels fixed by Dzus-type locks. The central part of wing was made of aluminium alloys, integral with the fuselage. The tube structure of the fuselage was connected to the alluminium alloy wing by bolts. See also rusavia2.html for images.

The outer wing consoles were quickly dismountable for transport and maintenance purposes. They were made by a wood structure covered by birchwood. The ailerons, as the tail control surfaces, had an aluminium alloy strut covered by fabric. The flaps and slats were made by aluminium alloy. For images see rusavia2.html finland.html

from "Construction of aircrafts" 1953 edition

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MiG-3 pieces at Central Finland Aviation Museum

Updated on October 10, 2003 file name: finland.html

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This colorized image represents the MiG-3 piloted by lt. N.M. Estyen, that made a forced landing after being hit by AA fire near Utti air base in southern Finland on July 12, 1941. The unit was a detached fighter squadron (OIAE) of the Baltic fleet. The aircraft should be no.2171, built in January 1941.

Here is a photo of the rear fuselage of a MiG-3 in the Central Finland Aviation Museum. Wile it's not sure that it was from the aircraft of the previous photo (the light blue repainting on the stabilizator looks different), this image shows that the fuselage was painted in the factory before mounting the tail plans.

Here are the wings of an example different than the one of the first image (red 1); in fact, they looks broken in a different way. Note the use of yellow putty under the green/blue coat. The yellow is visible where the paint is scratched, and where the fabric layer covering the wooden surface has been removed by souvenir hunters. The internal surfaces of wooden structures and of fabric covered metal structures (ailerons, elevators, rudder) have been described as silver, even if they resembles as white on this photo. The Tikkanoski Finnish Air Force Museum has many wreckages of some shot down MiG-3, forthemost conserved in Veesiveehma depot. (photos of Thomas Siepert ).

Here is the right horizontal tailplane of 2171. Note the dark red trim. The closer piece looks from another type of aircraft (it's riveted).

A piece of outer left wing panel. The inner side of the flaps looks light blue or light blue-green primier. The light blue shade of this wreckage has been described as FS-35352, that is more greyish and greenish than the 35550 given by other sources as the standard AII blue paint. It's not clear if this discordance is due to age. On most bw photos of MiG-3s shot during the war, including the photo of red 1, both the light blue and the green on metallic parts appear lighter than on wooden parts. This was not described on the wreckages in the museum. The reason of such discordance is still unknown.

This AM-35A engine is exposed in Tikkanoski Museum. It is in excellent conditions, even if the exhaust stacks are deformed and some pieces and minor sub-ensembles are absent:

supercharger inlet duct; max pressure valve; oil filters; spark plug wires, and most spark plugs; generator; pneumatic starter under the gear.

More images (forthemost from Kai Mecklin, Museum Director) and comments on this engine can be found in the engine description.

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external details
updated on December 20, 2003 file name: external.html

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This drawing shows an unpainted view of an early MiG-3. The external (wooden) part of the wing, the tail horizontal surfaces, the undercarriage and the propeller blades were omitted. The colors of the drawing show the parts made with alluminium alloy (external panels of the front and mid fuselage, wing central part, tail surfaces and many details). The internal fuselage strut is made by welded chromo-molibdenum steel; external panels are fixed on it, and are easily removable too. The central part of the wing is built solidal to the fuselage, while external wooden parts are removable. The rear part of the fuselage is made by wood. On this left view we recognize some details: 1. propeller spinner (the forward cone is easily removable); 2. lower cooling intakes (both sides); 3. Venturi intake; 4. oil coolers ducts (one on each side; their limb is asymmetrical to allow a better air flow, in consideration of air rotation due to the propeller); 5. spark plugs cooling intakes (both sides); the small panel under the stacks is removable for spark plugs access; 6. engine oil discharge stopper fairing; 7. electric generator fairing, with ventilation hole; 8. supercharger intakes (both sides); 9. oil cooler outlet flap; it is movable, hinged on the front side and moved by an internal lever (both sides); 10. ventilation slots (on early version only, on both sides); 11. exhaust stacks (1 for each 2 cilynders); early MiG-3s had not the large fairing of the first stack, introduced in late version; 12. 12,7 mm UBS firing slot (slightly moved on the left side); 13. 7,62 ShKAS firing slots (both sides); 14. guns cooling intakes (both sides); 15. guns cooling outlets (both sides); 16. side reinforcing plate, made by steel; this part was solicited by exhaust hot fumes (both sides); 17. hand grip, closed by a spring door; 18. one-piece unarmoured windshield, taken in place by two internal metal frames; 19. gunsight; 20. openable sliding canopy; an handle is visible; note the trasparent stripes behind the rear strut to cover the slot between sliding and fixed parts; 21. metal cover for bolts connecting the metal frame to the rear wooden part of the fuselage (both sides); 22. rear fixed part of canopy, divided by a central structure with a central longitudinal slot as sliding guide; 23. ventilation hole (both sides); 24. water cooler and rear fuel tank fairing; 25. shells discharging slot (left side only); 26. cooling air outlet flap (movable by a lever); 27. rear fuel tank stopper; 28. footstep, closed by inwards foldable spring door; on the internal side, a tissue sack prevented the mud and wind inlet in the cockpit (left side only); 29. tail undercarriage leverism access (left side only); 30. rudder actuating levers access (left side only); 31. elevators actuating shaft; 32. tail wheel doors; on early MiG-3s, the wheel protrudes from a slot on the doors; 33. rudder (metallic frame, partially covered by fabric); 34. tail position light (white); 35. trimmer.

This right profile refers to a late production example, with late style engine cowling with fast locks, the radio and the slats. The pitot probe is located under the right wing surface when slats are installed. The ammo panel on the wings was deleted on very late MiG-3s. Below, the upper view, lower view and front view of a mid production example, with early cowling, radio and slats. All the drawings evidence the allumimium alloy parts (light grey), the wooden parts covered with tissue (brown), the fabric covered surfaces, the steel side plates.

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MiG-3 restoration by Aviarestoration (part 1)

Updated onOctober 25, 2005 file name: rusavia.html

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The Aviarestoration company of Novosibirsk is reconstructing a MiG-3 from parts of many recovered wreckages; the work was commissioned by the Russian firm Rusavia. That MiG-3 was found near Kandalaksha, Murmansk region in 2000. It kept safe a center-section, a chassis and some metallic fragments of tail. The second MiG-3, whose parts are used in reconstruction, was found in Loukhi region, Karelia in 2001. Morover, there are parts of four airplanes, which were found in various times. Most of equipment is original, including the engine Mikulin AM-38 that is under recovering too; this is not the original AM-35A engine of MiG-3, but it is extremely similar in shape and size, and its installation on a MiG-3 was already experienced in 1941. The airframe has about 40% of its original parts. A new book has been published by "Rusavia" in 2003: "MiG-3 Fighter" by A. Medved, D. Khazanov, M. Maslov. (ISBN 5-900078-24-8). Basically, the book is dedicated to combat usage of the aircraft and contains a lot of beautiful photos; it has a part dedicated to this restoration work too. The first batch of photos are of Vseslav V. Dyakonov , shot in MAKS-2003 (the international aerospace show) on August 23, 2003; they are from the page http://www.airforce.ru/aircraft/mikoyan/mig-3/rusavia/index.htm, where a gallery of 25 detail photos is shown.

The wooden rear fuselage was made by layered plywood, and hinged to the metallic tube strut of the central/aft fuselage by few bolts. Here we see the internal side painted with the ALG-1 yellow putty. The metallic structure of the rudder is visible too; it has to be covered by fabric. Note the trim surface and the wire for electric position light.

Here we see the tail wheel retraction pneumatic actuator and the tail wheel leg. Two maintenance accesses, the tail wheel opening, the openings for moving elevators and for connecting the fixed tal surfaces are visible on the left side of this fuselage section.

The main undercarriage structure and its pneumatic actuators are visible here. Note the light blue paint of such details.

Here we see the central fuselage tube strut, supporting the aft fuselage fuel tank, the floor and the pilot seat. Note the use of black, light blue and ALG-5 green metal primier.

Here is the Mikulin AM-38 engine under restoration. It is probably from an Il-2, not from a MiG-3 that used an AM-35A. The exhaust stacks look those of an Il-2, well different from those of a MiG-3. The AM-38 is extremely similar to the AM-35A in shape and size, and its installation on a MiG-3 has been already experienced in 1941. The AM-38 is more powerful than AM-35 at low altitudes, while it is unapt to fly above some thousand meters altitude. The AM-35A, instead, was optimized for altitudes above 6,000 m.

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MiG-3 restoration by Aviarestoration (part 2)

Updated on October 25, 2005 file name: rusavia2.html

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Here are a lot of interesting photos at the restoration laboratory of Aviarestoration in Novosibirsk. The images are copyright of Boris Osetinsky, via Peter Schmer. Here we see the work on the wooden structure of rear fuselage. You can see the thick steel structure supporting and centering the pieces while building.

Here is a detail of the main wheel bay. Many removable panels of the wing undersurface hasn't still mounted on; they give access to fuel tanks and other structures. On the background, the panels are visible. The flap is fully down. Note that the wingroot intakes are still without their lip.

We see the steel tubes structure; the small T on the tubes are to prevent the cowling panels bending inward. Note the green fire wall.

We see the tail. Those holes are visible when the elevators are bended down.

The cockpit is still lacking of the instrument panel, radio panel and many other details.

The air cooler fairing shows the frames to sustain an internal flap to deviate the airflow; the waste cartridges expulsion ramp is well visible, on the left side only.

This is the metallic strut of the right elevator. The trim fence (present on the right side only) and the rotation shaft are well visible. The control surfaces have still to be reveted by fabric.

Here we see the flaps fully down. When actuator mechanism will be installed, they won't arrive to a vertical position. Part of the wing skinning is still absent. The water cooler and its fairing are absent too.

This piece of metal still shows the painting of 64 years ago! The metallic wingroot lost its painting very quickly due to shoes abrasion, and shiny metallic paths were typical of operative MiG-3s.

This image gives an excellent idea of the tubes structure. Note the airflow shutter internally to the wingroot supercharger intakes. They opened rotating rearward and upward.

The wooden wing on building. The skinning junction lines are filled by putty. The flaps structure and the automatic slats are metallic. The flap is made by two well separate elements.

The AM-38F engine from an Il-2 under tests at Rusavia. The propeller was replaced by an air brake.

The object under the reduction gear should be a pneumatic starter. The exhaust stacks were jointed to pipes to evacuate the fumes out of the room.

The engine during tests. One of the pipes is disconnected, showing the flame coming out.

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Home >> Aerotechnics > Mikoyan design bureau > Mur-3 Rusava

Navigation These photos were taken in August 2003 , the at MAKS. They presented MiG-3, restored in the Russian Aviation Joint Stock Company "Rusava. Author photos - Vseslav Diakonov.

Vseslav Dyakonov
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Home >> Aerotechnics > Mikoyan design bureau >> To the question about the length of the MiG-3

Alexey Matvienko

MiG-3 - one of the most exciting aircraft of World War II, its design and combat use for many years interested historians and modelers. For a long time the only sources of information about the MiG-3 were drawings from the magazine ModelistDesign and data from books and VB Sharov "History of aircraft construction in the USSR". In 1986, domestic aviation enthusiasts have received from publishers DOSAAF Soviet Union a real gift - a circulation of 48 thousand copies was published in a beautiful album, "Soviet fighter aircraft of World War II MiG-3, LaGG-3, La-5" Vladimir Voronin and P. Kolesnikov with excellent drawings, paintings complemented M. Petrovsky, and photos. It is worth noting that the drawings of this level of detail in the domestic editions previously almost not published. For a long time the book was the only source of answers to all questions relating to the construction of serial MiG-3. But with the advent of new plastic models of the aircraft and, in particular, new publications, covering the history of its development, there are new questions and drawings previously had seemed flawless, there were points of contention. Special attention to the problem required a length of the MiG-3 early and late series release. Check the size of the aircraft on published sources yields the following results: 10200mm span the length of almost all sources - 8250mm. Note that the length everywhere figures alone, but what about the drawing, because the early and late MiGs there are significant differences in length? As stated in the album, the main projections are given on a scale 1 / 50. Gauge is generally appropriate scale. The measurements of the drawing. Span corresponds - 10200 mm, the length of early MiG - 8250 mm, and late - 8350mm. Moreover, in the scheme of development of the MiG-3 in the album there is the MiG-3 Extended (1941), black profile that matches just the drawing of late MiG. Analysis of the published literature, discussions with colleagues did not clarify - it remained unclear, could there be extension of the MiG-3 not only in the transition from the MiG-1 MiG-3, but the second time in mid-production MiG-3.However, there is another point of view on the issue. But what if the early MiGs were shorter, not longer 8250, and 8150 mm, as well as the MiG-1, and only later extended up to 8250? Opinion interesting, but it seemed very doubtful. Mig and so not present for the pilot - is very strict in piloting, and here and 200 kg with a hook in a tank behind the cockpit, in no way compensated, and alignment, probably would have come out over margin ... But you never know? We and the more interesting things happen. In this scenario, drawings Voronin will automatically go into a "down the drain," or, at least, require significant revision due to the mismatch of length and scope. There was another opinion: the length of early and late MiG should be the same. But what? "The only thing left to go otherwise, modelistskim way - try to check the proportionality of the drawing in order to find out whether you can use it to build the model. If the drawing is simply not scale, it does not matter, but if it is a violation of proportions - and it is such suspicions in me and there - it's much worse. So check check. It was decided to forget about the values of the lengths (since it is unknown which of them are correct) and to compare the proportion of real machines and drawings. The source of the actual proportions, it was decided to take ... of course, photos. Since good form at the top or bottom almost impossible to find, I decided first to limit the verification profiles. We selected three photos of early and late MiGs in the most appropriate angle, with preference given to photos taken from a distance, because the linear distortion on the lower. The coefficient of reduction to the length of the drawing for each photo. After measuring the distance to the most characteristic point in the photo and multiplying by a factor obtained by a point noted in the drawing. What gave the measurements? For a more graphic illustration of their drawings superimposed on the photo. Comparison photos of early MiG with "short" drawing Voronin found in all cases, violation of the proportions of the figure, expressed as follows: either the nose is short and the long tail, or a lantern, a wing and radiator on the drawing "leave" ahead:

Colored lines here and below the line marked by the characteristic skin on the photo. Canopy cover is slightly shifted in the photo that is taken into account. What about the "long"? Surprisingly, its lateral projection in the drawing turned out to be extremely pro rata - coincided almost all distances fuselage! Moreover, upon application of drawing a "long" on a photo of "short" match also proved to be almost complete! Thus, the drawing of the late MiG showed excellent relative proportions when compared with the photo as the late and early MiG-3:

From this it follows that early and late MIGI HAD the same length and proportions. Remained the question: what is this length? To test compared the drawing with a picture of early MiG I-200:

That's what it turns out, the proportions of the drawing early MiG-3 correspond to the proportions of the prototype I-200 or MiG-1, and we know its size - 8,150 mm. On this basis, we calculate the real extent of the lateral projections Drawing Voronin - no 1 / 50 and 1 / 49, 4, and the length of the projection of late MiG just corresponds to the "passport" the length of the MiG-3 - 8250mm. We have previously found that the early and late MiGs had an overall length, thus, the lateral projection of the early MiG-3 is shorter than you need. To be sure, compare the drawing of the early MiG with photos from the above mentioned conditions. Indeed, it is:

Now we can see exactly where the drawing does not match the real aircraft. In fact, the early MiG differed from the later only a place of separation hood and engine compartment hood behind him, in

front of the cockpit canopy, as illustrated in the photo:

Draw drawing early MiG light "plastic surgery". It was so -

... And now everything is in order! -

Again, for verification will make the resulting profile to the pictures:

What conclusions can we do? 1) Early and late MiG-3 had the same length - 8250mm - and differed only superficially only articulation engine cowls and insignificant minutiae. 2) To fully utilize Voroninsky drawing to scale it does not take 1 / 50 and 1 / 49, 4, and lengthen the nose and cause early IIAP wingspan in line with the new scale. In this case, we can get the model MiG, which is close to its original proportions. I hope the book on the MiG-3, the preparation of which is often referred to in recent times, until the end to clarify all issues relating to this remarkable machine. Alexey Matvienko July 2003