|
|
On February 26, 1943 the OKB was charged to develop an improved MiG-3 for the PVO, with the following requirements:
The main differences of the MiG-3U respect to the standard MiG-3 were:
|
|
D-01 was transferred to NII-VVS on 23 July for state tests; they were
from 28 July to 6 August, led by chief engineer captain A.S. Rozanov and
test pilot B.I. Khomyakov.
The tests showed a top speed of 656 km/h at 7000m, a ceiling of 11.900
m; the time to turn right was 35 s, to turn left 37 seconds; the combat
turn was made in 22 s on both sides, and involved an altitude increase
of 400-450 m.
The acrobatic performances of the D-01 were good, but the landing remained
difficult; the cockpit was more comfortable and similar to other up-to-date
fighters.
Some vibrations were noted on the tail horizontal surfaces.
The most evident defect was the oil leakage through the coupling of
the reductor shaft, especially at high altitude.
After every flight, the aircraft returned with the fuselage sprayed by oil from the nose up to the tail. This defect was considered unacceptable by test pilots, but it was probably due to the hybrid engine. |
D-01 returned at OKB-155 for corrections. Then all the prototypes were
proposed to the 12 GvIAP for operative tests.
They were tested on fly by Leytenant P.A.Zhuravliov and checked by
technicians of 12 Gv.IAP.
Only D-01,D-03, D-04 and D-06 passed the controls and were accepted
by the unit, while D-02 and D-05 remained at OKB-155 to change the engines.
Original engines AM-35A arrived only on October 10.
While waiting, D-02 received longer wings. After the installation of
the engine, D-02 was transferred to 177 IAP, while D-05 had still oil leakages
and was transferred to Zavod n.34 to remedy.
Here are three photos of a prototype numbered white 02.
This has the radio mast. It looks painted AMT-11 light grey and AMT-12 dark grey, with AMT-7 undersurfaces. Note the position lights, now placed above and below the wing surfaces (as for La-5) instead than on the wingtip edge (as for usual MiG-3). |
|
Note the silver outlines of stars, and the white tips of tail and wing
tips.
The black propeller blades look to have yellow sprayed tips. The tail wheel doors are not yet bulged as were those of late MiG-3s. |
|
Note the white spinner and blades tips.
Here we see the ventral air intake for oil cooler, located between the undercarriage bays; it ends with a movable flap. The water cooler is located behind the oil cooler, and it is wider than it. It receives air both from the wingroot intakes and from two smaller intakes on its sides (behind the wheel doors to avoid interference with undercarriage). Its outlet is closed by another wide flap. Wingroot intakes are both for water cooling and for the supercharger inlet. |
This example (D-01 after modifications) is resemblant to the
previous one, but with different camouflage scheme and without digits or
white tips.
The photo shows both the oil cooler flap (close to the wheel bay door) and the water cooler outlet flap (close to the wing flaps) |
|
New exhaust stacks are clearly visible here; they are vaguely resemblant
to those of Yak-3.
The nose was reshaped, with different paneling and a sharper spinner. Again, we see both oil cooler flap and water cooler flap in lowered position. |
The D aircrafts of 12 GvIAP reached some limited subcess, for example,
during 1942/43 German high-altitude reconnaissance planes Ju-86 sometimes
flew safely over Moscow, at the altitude of 13 km where they were unreachable
for fighters or AA fire.
Once two pilots from 12 GIAP, Edik Nalivaiko with an high-altitude Yak-9D and Lionia Samohvalov with a Mig-3U, succeeded to get 1 km close to a Ju-86, without reaching it. Nevertheless, after that, such flights over Moscow were stopped. All D aircrafts were retired by service after some months, due to the already mentioned problems, particularly to the difficulties while landing, that led to wreck two aircrafts. Here we see the line of fighters under the command of M.E. Cyganov of
the 12GIAP, 1943.
below: the same line. A woman is showing something to the MiG's
pilot.
|
This 3-view color drawing is still provisional; frontal and ventral view have still to be added, and some corrections have yet to be made on shape and details. It is drawn on the basis of some drawings derived from Shavrov's book, as all the existing 3-views of this aeroplane (except for the profile in the Hazanov's monograph on MiG-3). At present time, only the book MiG-flugzeuge of K.H. Eyermann shows a ventral view of this aircraft, but it is wrong in interpretation of ventral radiator (the oil cooler is missing), in undercarriage bays shape (they should be inclined slightly rearward at the center) and probably in wing flaps shape (shown reptangular as on Yaks, while they were probably as on usual MiG-3s). |
Here is another drawing available on bibliography, derived from Shavrov's
sketches too. Some corrections were made on the wing platform, position
of lights, air intakes and trim.
When printed with the appropriate 72 dpi resolution with a photo elaboration program, this drawing should be in approximate 1/72 scale. |
Modelers could be interested in this comparison between the profile
of I-230 and of MiG-3 for an 1/72 model:.
When printed with the appropriate 72 dpi resolution with a photo elaboration program, this drawing should be in approximate 1/72 scale.
|
|
Notes about painting:
Some I-230 looks to have been camouflaged with AMT-11 light grey and
AMT-12 dark grey bands, with AMT-7 light blue undersurfaces, with silver
outlined red stars on 6 standard positions.
At least one example in service with the 12 GIAP appears to be painted
with the same colors of Yaks, that is to say AMT-4 green with blackish
bands, and AMT-7 light blue undersurfaces; stars had white outline.
The propeller blades look black with white or yellow tips, sometimes
sharply painted, sometimes soft sprayed.
The undercarriage legs, their covers ant the wheel disks appear silver
or, more rarely, light blue, while the central doors, and probably the
bays, looks light blue painted.
MiG-3 late type | MiG-3U (D, I-230) | |
first flight | June 1941 | May 1943 |
built | about 1,600 | 6 |
engine
type |
AM-35A | hybrid AM-35A/
AM-38 |
power | 1,350/1,600 | 1,350 hp |
Max speed
with closed canopy |
640 km/h
at 7000 m |
656 km/h
at 7000 m |
max speed at sea level | 466 km/h | 505 km/h
(526 with boost) |
ceiling | 12,000 m | 11,900 m |
climb to 5,000 m | 7'07'' | 6'12'' |
lenght | 8,25 m | 8,62 m |
wingspan | 10,2 m | 10,2 m |
wing area | 17,6 sq.m | 17,44 sq.m |
empty weight | 2600 kg | 2600 kg |
gross w. | 3350 kg | 3260 kg |
fuel | 350 kg | 440 l (fuselage) + eventually 210 l (wingroots) |
range | 820 km | 1.350 km |
fixed armament | 1x12.7 mm UBS + 2x 7.62 mm ShKAS
or 2x12.7 mm UBS or 2x 20 mm ShVAK |
2x 20 mm ShVAK |
fall or launch armament | 6x 82 mm rockets
or 2x100 kg bombs or 4x25 kg bombs |
? |
|