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I-210 (or MiG-3 M-82, or MiG-9 M-82)
last update on September 6, 2003                    file name: i-210.html
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The mass production of the powerful two-rows engine Shvetsov M-82 began on May 1941 at the Zavod 19 in Perm.
The designers A.I. Mikoyan, N.N. Polikarpov, P.O.Sukhoi and A.S. Yakovlev had the duty to try to install this engine on their aircrafts.
The first flyable engine was delivered to OKB-155 on 18 May, and the drawings of the prototype were ready in mid June, being July 1, 1941 the deadline of first flight.

The new machine, called I-210 or MiG-9, differed from the standard MiG-3 for:
  • enlarged mid and aft fuselage to accomodate the new engine;
  • moving back the wing of 100 mm for cg reasons;
  • new plywood panels on the fuselage sides;
  • aereodinamically balanced rudder ;
  • NACA engine cowling with four easily removable panels;
  • two side exhaust stacks;
  • four fuel tanks for a total of 488 l; the ventral tank was still protruding;
  • two oil coolers VMS-8 installed in a tunnel under the nose;
  • AV-5-127A propeller, with 3 m diameter;
  • armed with 3 UBS 12,7 mm with 200 rounds each, and 2 ShKAS 7,62 mm with 650 rounds each; all weapons were installed in the nose;
  • landing gear doors without opening.

A top speed of 630 km/h at the altitude of 6500 m and 530 km/h at the ground level were calculated.
The first example, n.6501, first took off on July 23, 1941, flown by the NII-VVS test pilot M.I.Martselyuk.
 
The second prototype, n.6502, started armament tests on August 25; they removed the left side ShKAS. 
Its flight tests were conducted by test pilot A.P. Yakimov.
The NII-VVS made its report on MiG-9 tests at the end of August.
They appreciated the strongest armament, the better takeoff properties and higher speed and rate of climb at low altitudes. 
The top speed was disappointingly low, 540 km/h at 5000 m.
 
This was partially due to defects in radiator and cowling finishing (this wasn't hermetic, and created unfavourable air flows), and to the use of an improper AV-5L-156 propeller instead of the still unavailable AV-5-127A.
 
During September 1941, MiG-9 n.6501 was tested in the large T-104 wind tunnel of TsAGI, that confirmed the negative influence of non-hermetic engine cowling on the drag. 
This would require modifications to the fuselage, but this wasn't possible because of the evacuation of Zavod 1 and OKB in Kuybyshev in October.
Three further machines, n.6503, 6504, 6505 were built in Kuybyshev under difficult conditions; they were assembled in the open air because the roof of the workshop wasn't yet built.
They were provided with starter teeth on the spinner, and ShKAS gun on a bit lower position than on n.6502.
Shortage of Mikulin engines due to the Il-2 priority was already on the air, and Mikoyan hoped to mantain his aircraft on production with the new M-82 engine.
 
Further tests were made in January 1942 to n.6502, flown by test pilot V.N. Savkin; this demonstrated the absence of engine overheating and that spin properties were better than the original MiG-3.

When OKB-155 returned to Moscow from Kuybyshev during the spring, all the prototypes were finished.
On June, n.6502 was delivered to NII VVS, that transmitted it to 12th Gv.IAP, 6th IAK PVO. 
Aircrafts n.6503, 6504, 6505 were delivered to 34th IAP, 6 IAK PVO on June 1942 .
They took part to combat operations.
On 27 October the aircrafts of 34th IAP returned to OKB-155 to remedy some defects of the powerplant.

On September, n.6502 started the NII-VVS official tests; all the ShKAS were removed, leaving 3 UBS. 
Tests were headed by chief engineer I.G.Lazarev and test pilot V.E. Golofastov.
It was necessary to send it repeatedly to OKB-155 for finishing the power plant, so tests lasted two months.
A disappointingly low speed was reached, no more than 565 km/h at 6150 m; besides, the engine plant was unsatisfactory both as ease of maintenance and functioning at low rpm.

The poor visibility and the necessity to fly with open cockpit to reduce fumes in the cockpit were defects common to the usual MiG-3.
The aircrafts n.6503, 6504, 6505, after modifications, were delivered to 260 SAD 7 VA on the Karelian front on 27 June 1943;  they were employed operatively for about a year before being written off.
 
Notes on colours: 
  • the aircrafts look painted with AII green uppersurfaces and light blue undersurfaces; 
  • there were 6 red stars, probably with black outline, on 6 positions;
  • propeller blades and spinner looks painted all AII green;
  • the undercarriage was probably light blue with dark green wheel hubs, as standard MiG-3s.

 
MiG-3 
late
I-210
first flight aug. 1941 early 1942
built about 2,000 5
engine
type
AM-35A M-82
power  1,200/1,350 hp 1,330/1,500 hp
Max speed
with closed canopy 
640 km/h
at 7000 m
565 km/h
at 6000 m
max speed at sea level 466 km/h 475 km/h
ceiling  12,000 m 8,700 m
climb to 5,000 m 7'07'' 6'42''
lenght 8,25 m 8,08 m
wingspan 10,2 m 10,2 m
wing area 17,6 sq.m 17,44 sq.m
empty weight 2600 kg 2700 kg
gross w. 3350 kg 3400 kg
fuel (kg) 495 kg 360 kg
fixed armament 1x12.7 mm UBS

2x 7.62 mm ShKAS
3x12.7 mm UBS
fall or launch armament 6x 82 mm rockets
or 2x100 kg bombs
or 4x25 kg bombs
6x 82 mm rockets
or 2x100 kg bombs
or 4x25 kg bombs
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