Mikoyan-Gurevich MiG-3
| Industry | Aerospace, Defense |
|---|---|
| Founded | 1939 |
| Founder | Artem Mikoyan, Mikhail Gurevich |
| Headquarters | Moscow , Soviet Union |
| Products | Military aircraft |
The Mikoyan-Gurevich MiG-3 (Russian: Микоян и Гуревич МиГ-3) was a Soviet fighter-interceptor aircraft deployed during World War II. It originated as an advancement of the Mikoyan-Gurevich MiG-1 by the OKO (opytno-konstruktorskij otdel — Experimental Design Department) at Moscow’s Factory No. 1, aimed at resolving issues identified during the MiG-1’s development and operational use. Production of the MiG-3 began on 20 December 1940, replacing the MiG-1 on the assembly line, and continued extensively throughout 1941 until Factory No. 1 switched to manufacturing the Ilyushin Il-2.
At the onset of Operation Barbarossa on 22 June 1941, approximately 981 MiG-3s were operational within the ranks of the Soviet Air Forces (VVS), Soviet Air Defence Forces (PVO), and Soviet Naval Aviation. The aircraft was known for its challenging flight characteristics both during peacetime and combat conditions. Designed primarily as a high-altitude interceptor, it was less effective in the predominantly low-altitude engagements on the Eastern Front, where it underperformed compared to the German Messerschmitt Bf 109 and many contemporary Soviet fighters. Additionally, the MiG-3 was utilized as a fighter-bomber in late 1941 but proved inadequate in this role as well. Combat losses were significant, representing the highest proportional loss rate among all VVS fighters, with 1,432 units destroyed in action. Remaining aircraft were mostly allocated to PVO units, where their limitations were less critical, and they were phased out before World War II concluded.
Development
Following extensive flight testing of the Mikoyan-Gurevich MiG-1, numerous deficiencies prompted designers Artem Mikoyan and Mikhail Gurevich to implement a series of modifications. These adjustments underwent evaluation using a full-scale model in TsAGI’s T-1 wind tunnel to address identified shortcomings. The fourth prototype of the I-200 incorporated all these refinements and took its maiden flight on 29 October 1940. After successfully passing State acceptance trials, it was designated as the MiG-3 on 9 December. The first production model was finalized on 20 December 1940, with an additional twenty units delivered before year-end.
Key modifications included:
- Forward relocation of the engine by 100 mm (4 in) to enhance longitudinal stability.
- Installation of a new water radiator type OP-310.
- These initial changes allowed fitting an extra 250 litres (66 US gal) fuel tank beneath the pilot’s seat.
- An increase in outer wing panel dihedral by one degree to improve lateral stability.
- Addition of an oil tank positioned under the engine.
- Implementation of piping to channel cooled inert exhaust gases into fuel tanks to reduce fire risk.
- Reinforcement of pilot seat back armor with an 8 millimetres (0.31 in) plate, later upgraded to 9 millimetres (0.35 in).
- Streamlining of supercharger air intakes.
- Strengthening of main landing gear and enlargement of main wheels to dimensions of 650 x 200 mm (25.5 x 7.87 in).
- Extension of canopy glazing rearward enhancing rearward visibility and enabling installation of an RSI-1 radio shelf behind the pilot (later replaced by RSI-4).
- Upgraded instrument panel layout alongside replacement of original PBP-1 gunsight with PBP-1A.
- Increased ammunition capacity for ShKAS machine guns to 750 rounds per gun.
- Addition of two underwing hardpoints capable of carrying up to 220 kg (485 lb) of bombs, spray containers, or RS-82 rockets.
State acceptance testing conducted between 27 January and 26 February 1941 on two production aircraft revealed that these models were over 250 kilograms (550 lb) heavier than their MiG-1 predecessors, which negatively impacted maneuverability and overall performance. Climb time to 5,000 metres (16,000 ft) was extended by more than one minute, and service ceiling decreased by approximately 500 metres (1,600 ft). However, speed at both sea level and altitude improved. Although both types exhibited ranges exceeding older models, they fell short of the required 1,000 kilometres (620 mi) operational radius. Mikoyan and Gurevich contested these findings, citing calculations indicating a possible range of 1,010 kilometres (630 mi), based on a specific fuel consumption (SFC) rate of 0.46 kg/km (1.64 lb/mile). During State trials, SFC measured at 0.48 kg/km (1.71 lb/mile), whereas earlier operational tests recorded an SFC as low as 0.38 kg/km (1.35 lb/mile). They attributed discrepancies to incorrect altitude correction application and improper engine tuning during testing. To validate their claims, two additional flights between Leningrad and Moscow were arranged, demonstrating ranges exceeding 1,000 kilometres (620 mi), with flights covering 1,100 kilometres (680 mi) and 971 kilometres (603 mi) respectively at about 90% maximum speed at altitudes around 7,300 metres (24,000 ft), contradicting reports from NII VVS (Air Force Scientific Test Institute).
Despite initial challenges with the MiG-3 program, Mikhail Gurevich received recognition for his role in advancing Soviet aviation through being awarded the State Stalin Prize in 1941.
Several complaints emerged concerning poor-quality aircraft delivered to frontline units, directly implicating NII VVS for inadequate quality control over VVS aircraft supplies. Consequently, on 31 May 1941, the People's Commissariat of Defense officially condemned NII VVS for negligence. This led to demotions among senior personnel and summary execution of Major General A.I. Filin, head of the Institute.
The MiG-3 exhibited problematic performance at high altitudes despite its intended role as a high-altitude interceptor. Pilots frequently encountered insufficient oxygen supply combined with hazardous stall and spin tendencies—especially perilous for inexperienced aviators. This issue was highlighted on 10 April 1941 when three pilots from the 31st Fighter Regiment attempted interception of a German reconnaissance plane flying near 9,000 metres (30,000 ft) altitude over Kaunas, Lithuania; all three aircraft entered unrecoverable spins forcing pilots to bail out via parachute—one fatality occurred. An investigation by NII VVS revealed that these pilots had minimal experience flying the MiG-3 and that this sortie marked their initial high-altitude mission. Additional concerns included inadequate fuel delivery and oil pressure problems caused by pump malfunctions at altitude conditions.
Comparison with other fighters
With a maximum velocity of 640 km/h (398 mph) at an altitude of 7,200 metres (23,622 ft), the MiG-3 exceeded the speed of the German Messerschmitt Bf 109 F-2, which reached 615 km/h (382 mph) early in 1941, as well as the British Supermarine Spitfire V, capable of 603 km/h (375 mph). However, this speed advantage vanished at lower elevations; the MiG-3’s top speed near sea level was only 505 km/h (314 mph), whereas the Bf 109F-2 could achieve 515 km/h (320 mph). Since aerial engagements on the Eastern Front predominantly occurred at low to medium altitudes, the MiG-3’s speed superiority was effectively nullified.
The MiG-3’s loaded weight stood at 3,350 kg (7,385 lb), heavier than the Bf 109F-2’s 2,728 kg (6,014 lb). This contributed to its reduced agility in horizontal maneuvers compared to the Bf 109, largely due to increased wing loading. Its limited maneuverability was further aggravated by subpar climb rates, instability at high speeds—complicating accurate aerial firing by causing the aiming point to drift and requiring continuous pilot adjustments—and relatively weak armament.
Standard weaponry on the MiG-3 consisted of a single 12.7 mm (0.50 in) UBS machine gun alongside two 7.62 mm (0.30 in) ShKAS machine guns, all installed in the engine cowling and synchronized to fire through the propeller arc. In comparison, most German Messerschmitt Bf 109 variants it faced were equipped with one 20 mm (0.79 in) autocannon and two 7.92 mm (0.31 in) machine guns, although during Operation Barbarossa, the Bf 109F carried a 15 mm MG 151/15 cannon, offering only a slight advantage over the MiG. To address this deficiency, 821 MiG-3s were produced in mid-1941 with an additional 12.7 mm UBK machine gun housed in a pod beneath each wing; however, this modification reduced speed by approximately 20 km/h (12 mph) across all altitudes and was unpopular among pilots, some of whom removed these pods. Additionally, one hundred aircraft replaced the ShKAS guns with a pair of UBS machine guns, while another 215 had only UBS guns but were modified to carry six RS-82 rockets. Seventy-two units were fitted with two 20 mm ShVAK cannon. Various armament configurations were trialed by different squadrons based on pilot requests or to compensate for equipment shortages.
Production
On 9 December 1940, the NKAP (Narodnyy komissariat aviatsionnoy promyshlennosti, or People's Commission of the Aircraft Industry) revealed its manufacturing targets for 1941. Zavod Nr. 1, located in Moscow-Chodinka, was tasked with producing 3,500 units that year. Meanwhile, Zavod Nr. 43 in Kiev was set to initiate MiG-3 production, aiming to complete one hundred fighters by year-end. Zavod Nr. 21 in Gor'kiy planned to develop an enhanced MiG-3 variant, though this project was soon abandoned. In January 1941, 140 aircraft were delivered, with Zavod Nr. 1 surpassing its goals by producing 496 in July, 562 in August, and 450 in September. However, the German advance on Moscow in October forced Zavod Nr. 1 and its OKO to relocate to Kuybyshev, where production continued under less favorable conditions. Shortly thereafter, Stalin issued a directive prioritizing increased output of the Ilyushin Il-2 over the MiG-3, resulting in the cessation of MiG-3 manufacturing after only thirty additional aircraft were assembled from spare parts in 1942. A contributing reason for this shift was the close mechanical relationship between the MiG-3’s Mikulin AM-35A engine and the Il-2's AM-38, which facilitated a swift transition in production lines.
Earlier plans from NKAP dated 27 August had already intended to reduce MiG-3 output at Zavod Nr. 1—from an order of 420 fighters in September down to just 100 by December—while simultaneously increasing Il-2 production to 250 units in December. Additionally, the former aircraft repair facility at Khodynka Aerodrome (Moscow) was scheduled for transfer to NKAP control, being renamed Zavod Nr. 165 and designated to produce MiG-3s. Nevertheless, these plans were disrupted by the German offensive; Zavod Nr. 165 never manufactured any MiG-3 fighters.
Operational history
Frontline fighter regiments began receiving deliveries during spring 1941. Pilots transitioning from less demanding aircraft such as the Polikarpov I-152, I-153 biplanes, and the Polikarpov I-16 monoplane faced a challenging adjustment due to the MiG-3’s demanding flight characteristics—even after significant improvements over its predecessor, the MiG-1. Many regiments lacked sufficient pilot training for this advanced fighter, and rapid delivery schedules meant numerous units possessed more MiGs than qualified aviators at the time of Operation Barbarossa, Germany’s invasion of the Soviet Union. By 1 June 1941, there were 1,029 MiG-3s operationally assigned but only 494 pilots fully trained to fly them.
In contrast with undertrained pilots from units like the 31st Fighter Regiment, the more experienced aviators of the 4th Fighter Regiment successfully downed three German high-altitude reconnaissance planes prior to hostilities commencing in June 1941. However, such high-altitude engagements were uncommon on the Eastern Front, where combat typically occurred below 5,000 m (16,000 ft) altitude. At these lower levels, the MiG-3 was outperformed by the Bf 109 and even other newer Soviet fighters such as the Yakovlev Yak-1. Due to a shortage of dedicated ground-attack aircraft in 1941, the MiG-3 was pressed into this role despite its unsuitability for such missions. Pilot Alexander E. Shvarev reflected: "The Mig excelled above 4,000 meters but was clumsy at lower altitudes—essentially 'a cow.' Its armament reliability was poor and its gunsights inaccurate; consequently, we had to close in closely and fire at point blank range."
On the outbreak of war on 22 June 1941, most MiG-3s and MiG-1s were stationed within Soviet border military districts: Leningrad Military District held 164; Baltic Military District had 135; Western Special Military District contained 233; Kiev Military District possessed 190; and Odessa Military District accounted for 195—totaling 917 aircraft with only 81 non-operational. Naval Aviation operated an additional 64 MiGs—38 within the Baltic Fleet Air Force and 26 with the Black Sea Fleet Air Force.
The majority of MiG-3s allocated to interior military districts were reassigned to PVO (Air Defense Forces), where their performance limitations at low altitude were less critical. By 10 July, PVO controlled 299 MiGs (mainly within Moscow’s 6th PVO Corps), while VVS retained only 293 and Naval Aviation held about 60—a combined total of just 652 despite hundreds of deliveries during this period. Approaching Operation Typhoon on 1 October, numbers further declined: VVS operated only 257 fighters; PVO had 209; Navy maintained 46—a total of merely 512 aircraft despite over a thousand delivered since July. By early December—the start of the Soviet counteroffensive near Moscow—the Navy’s inventory included only 33 MiGs; VVS had reduced to about 210; and PVO held approximately 309—totaling around 552 aircraft.
Throughout winter into spring of 1942, all remaining MiG-3s were transferred exclusively to Naval Aviation and PVO units; by May none remained with VVS combat forces. On that date Naval Aviation reported holding thirty-seven MiGs while PVO possessed over three hundred. By June 1944 all Naval Aviation fighters had been reassigned to PVO forces, which then reported only seventeen remaining aircraft; by January 1945 none were still assigned to frontline combat units—though some likely remained in training roles.
Despite its shortcomings, notable ace Aleksandr Ivanovich Pokryshkin, third highest-scoring Soviet and Allied pilot with fifty-three confirmed victories (plus six shared), achieved several kills flying a MiG-3 early in the conflict. He later commented:
“The designers seldom succeeded in harmonizing flight performance with firepower… The operational benefits of the MiG-3 appeared overshadowed by inherent flaws. Nonetheless, skilled pilots could certainly exploit its strengths.”
Variants
Multiple efforts were made to equip the aircraft with its initially intended engine, the Mikulin AM-37. This variant, known as the MiG-7, involved converting a single MiG-3 for engine testing in May 1941. However, it exhibited poor longitudinal stability, and the engine itself still faced numerous issues. The German invasion the following month led to the termination of AM-37 development, as Mikulin had to prioritize the AM-35 and AM-38 engines already in production.[1]
In an effort to enhance the MiG-3's performance at low altitudes, one aircraft was fitted with the AM-38 engine from the Il-2 in July 1941. This modification resulted in a speed increase of 14 km/h (8.7 mph) at sea level compared to the standard MiG-3 and improved maneuverability. Following successful State acceptance trials in September, production was recommended contingent upon resolving the engine’s overheating issues in ambient temperatures above 16 °C (61 °F). Unfortunately, the only prototype was shot down on 5 October during flight testing, and further development was halted since all AM-38 engines were allocated to Il-2 production. Interestingly, later in the conflict, approximately 80 MiG-3s were retrofitted with AM-38 engines to restore their operational status, many of which were also rearmed with dual 20 mm ShVAK cannons.[2]
On 13 May 1941, the NKAP instructed OKO to modify a MiG-3 to incorporate the Shvetsov ASh-82A radial engine, which was then entering production. This adaptation resulted in several designations including I-210, MiG-3-82, Samolet IKh, or Izdeliye 65. Although this design did not succeed commercially, it demonstrated enough promise to continue development under the designation I-211.[3]
Various other experiments and projects utilized MiG-3 airframes. In 1941, Leading edge slats were tested; while these were not adopted on production models, they were installed on the I-210. One aircraft was equipped with a six-bladed propeller intended to boost high-altitude thrust for intercepting high-flying Junkers Ju 86P reconnaissance planes over Moscow. A specially designed propeller hub accommodated six standard VISh-61 blades; however, no further information about this project is available. Four aircraft were converted to carry AFA-I cameras for reconnaissance trials, followed by a fifth that incorporated all improvements identified from these tests and received approval after evaluation at NII VVS. To enhance their service ceiling, two aircraft underwent weight reduction to 3,098 kg (6,830 lb), with one reportedly achieving an altitude of 11,750 metres (38,550 ft).[4]
Additionally, a 1941 proposal considered employing the MiG-3 within a Zveno formation using a Petlyakov Pe-8 as a mothership. This four-engine bomber would carry two MiG-3SPB (Skorostnoy Pikeeruyushchiy Bombardirovshchik—Fast Dive Bomber) fighters modified to carry a 250 kg (550 lb) FAB-250 bomb under each wing. The fighters would be transported close to their target before release for attack runs and subsequently return to friendly airfields. Preliminary development began but was halted following the German invasion due to shifting priorities. The combined unit was estimated to achieve a maximum speed of 260 km/h (160 mph) and possess a range of 1,450 km (900 mi).[5]
Overview of Variants
- MiG-3
- Standard production model equipped with a Mikulin AM-35A powerplant.
- MiG-3SPB
- Skorostnoy Pikeeruyushchiy Bombardirovshchik (Fast Dive Bomber), a proposed parasite fighter variant intended for the Zveno project, designed to be carried by a Petlyakov Pe-8 mothership.
- MiG-7
- A single MiG-3 airframe modified with a Mikulin AM-37 engine.
- I-210 (Samolet IKh/Izdeliye 65)
- Five prototype aircraft powered by the Shvetsov ASh-82A radial engine, also referred to as the MiG-3-82 or MiG-9 (distinct from the later Mikoyan-Gurevich MiG-9 jet fighter).
- I-211 (Samolet Ye)
- Derived from the I-210, featuring a redesigned fuselage and powered by a Shvetsov ASh-82F engine. Only one prototype was constructed.
- I-230 (Samolet D)
- Planned as an enhanced successor to the MiG-3, incorporating a redesigned fuselage and the Mikulin AM-35A engine. One prototype and five pre-production units were built. Production models were intended to be designated MiG-3U or MiG-3D.
- I-231 (Samolet 2D)
- A refined version of the I-230 equipped with a more powerful Mikulin AM-39 engine. Production aircraft would have carried the designation MiG-3DD.
- Undesignated Experimental MiG-3 Versions
-
- One MiG-3 fitted with a Mikulin AM-38 engine for testing purposes.
- One MiG-3 trialed with leading-edge slats in 1940.
- One MiG-3 tested using a six-bladed propeller.
- Five MiG-3s evaluated with AFA-I camera installations.
Operators
- Royal Romanian Air Force: Acquired one aircraft in March 1942 after pilot defection, which was subsequently utilized as an opposition trainer.
Surviving Aircraft
The Russian firm Aviarestoration has reconstructed three MiG-3s, all powered by Allison V-12 engines. One resides in the United States at the Military Aviation Museum in Pungo, Virginia, while another, rebuilt from a MiG-3 downed in 1942, completed its first post-restoration flight around early 2010 and is slated to remain in Russia.
Specifications (MiG-3)
See also
Notes
Bibliography
- Angelucci, Enzo and Paolo Matricardi. World Aircraft: World War II, Volume II. Maidenhead, UK: Sampson Low, 1978.
- Belyakov, R.A. and J. Marmain. MiG: Fifty Years of Aircraft Design. Shrewsbury, UK: Airlife, 1994.
- Bergström, Christer. Bagration to Berlin: The final Air Battle in the East 1944–45. Hersham, UK: Classic Publications, 2008.
- Bernád, Dénes; Dmitriy Karlenko and Jean-Louis Roba. From Barbarossa to Odessa: The Luftwaffe and Axis Allies Strike South-east: June–October 1941. Hinckley, UK: Midland Publishing, 2007–08.
- Drabkin, Artem. The Red Air Force at War: Barbarossa and The Retreat to Moscow – Recollections of Fighter Pilots on the Eastern Front. Barnsley, UK: Pen & Sword Military, 2007.
- Gordon, Yefim. Mikoyan's Piston-Engined Fighters (Red Star Volume 13). Leicester, UK: Midland Publishing, 2003.
- Gordon, Yefim and Dmitry Komissarov. OKB Mikoyan: A History of the Design Bureau and its Aircraft. Hinckley, UK: Midland Publishing, 2009.
- Gordon, Yefim. Soviet Airpower in World War 2. Hinckley, UK: Midland Publishing, 2008.
- Gordon, Yefim and Dmitri Khazanov. Soviet Combat Aircraft of the Second World War, Volume One: Single-Engined Fighters. Leicester, UK: Midland Publishing, 1998.
- Gunston, Bill. The Osprey Encyclopaedia of Russian Aircraft 1875–1995. London: Osprey Publishing, 1995.
- Morgan, Hugh. Soviet Aces of the Second World War. Botley, UK: Osprey Aviation, 1997.
- Pilawskii, Eric. Soviet Air Force Fighter Colours, 1941–1945. Hersham, UK: Classic Publications, 2003.
Further reading
- Green, William and Swanborough, Gordon. WW2 Aircraft Fact Files: Soviet Air Force Fighters, Part 1. London: Macdonald and Jane's Publishers, 1977
- Stapfer, Hans-Heiri. Early MiG Fighters in Action (Aircraft number 204). Carrollton, TX: Squadron/Signal Publications, 2006
- Tessitori, Massimo. Mikoyan Gurevich Mig-1/Mig-3. Sandomierz, Poland/Redbourn, UK: Mushroom Model Publications, 2006
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