MiG-3 pieces at Central Finland Aviation Museum

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

back to MiG-3 main

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 subensembles 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.

back to MiG-3 main

MiG-3 replica in Monino Museum

Updated on October 13, 2003 file name:monino.html

back to MiG-3 main

After many years, a static replica was built and first displayed in the 1967 Domodedovo Show, and then in the Monino museum. As you see, this replica has a modest resemblance to the original MiG-3, and it resembles a bit more an early I-200.
(photos from Dmitriy Sribny via Audrius Nairanauskas, copyright www.airforce.ru ).

Despite the unsatisfactory general lines, the internal details of this replica are fairly resemblant to the original (see drawings); they have probably used parts of an existing plane.
(photos from Dmitriy Sribny via Audrius Nairanauskas, copyright www.airforce.ru ).

back to MiG-3 main

MiG-3 restored in Novosibirsk

Updated on July 6, 2003 file name:novosibirsk.html

back to MiG-3 main

After being lifted out it was transported to Novosibirsk, where the firm "Avion" restored it over 14 months, making the static example of Pokryshkin's fighter of 1941. This plane was restored by order of the Monino museum, but it is still in Novosibirsk. The firm "Avion" has restored many planes: flying I-16s (6 ex.) and an I-153 "Chayka" (all to New Zealand`s "Wanaka Warbirds"), Su-2, P63 "Kingcobra" (now in Monino), A-20G "Boston" (Monino), B-25C "Mitchell" (Monino)" and others.

from Kovalsky Alexey

back to MiG-3 main

Photo gallery of post-war MiG-3s wrecks

Updated on August 2, 2003 file name: wrecks.html

back to MiG-3 main

In recent years, a wreckage of a MiG-3 (motor frame, engine, center of the plane and middle part of fuselage) was found at the bottom of Black Sea. We see it is a late example. The author of these b/w photos Rostislav Bardokin visited Anapa ( a small town on the Black Sea ) Museum and obtained more information. .

This MiG-3 belonged to 7 IAP VVS ChF (Black Sea fleet) , piloted by Fiodor Yegorov. Mig-3 was not shot down, but felt down into the sea during the take off. The Anapa airfield of regiment was close to the sea and airstrip was toward the slope in direction of the sea. The pilot didn't survive to the crash. The Mig-3 was located about 1 km away from the bank of the sea just in front of the airstrip.

After the wreckages were lifted up, they were stored in the port for a long time. The OKB Mikoyan had an interest to these wreckages as well as the aviarestoration group of Novosibirsk, but museum workers assure that those wreckages were scrapped. In this museum are stored machine gun UB, airscrew and armored seat-plate from this MiG

The society "Aviascan" has conducted research for war wrecks in Karelia, finding the central part of this MiG fuselage, wings, and other pieces during the year 2001. This society recovered also the wrecks of one of the I-153 that was restored by the firm "Avion" and now flies in New Zealand.

Their site is at URL http://www.sampo.ru/~aviascan/ , while the direct link to MiG-3 wrecks page is: http://www.sampo.ru/~aviascan/mig3.htm

back to MiG-3 main

MiG-3 restoration by Aviarestoration (part 1)

Updated onOctober 25, 2005 file name: rusavia.html

back to MiG-3 main

go to part 2

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 ALG1 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.

back to MiG-3 main

go to part 2

MiG-3 restoration by Aviarestoration (part 2)

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

back to MiG-3 main

go to part 1

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.

back to MiG-3 main

go to part 1

MiG-3 restoration by Aviarestoration at MAKS 2005 and commented walkaround

Updated on October 25, 2005 file name: rusavia3..htm

back to MiG-3 main

The MiG-3 rebuilt by Aviarestoration of Novosibirsk for the company Rusavia was exposed to the exposition MAKS 2005 in Moscow during August 2005. This wide walkaround was provided by Yuri Pasholok, that is the owner of the copyright on photos. They can't be reproduced without his permission.

This restoration is made in excellent way, and it is by far better of anything has been done in the past; however, note that it is not 100% original, and it differs from wartime MiG-3s for small details, some of which have been identified on the comments. Please take in mind this before utilizing photos as references for a model.

The painting scheme is typical of early prewar MiG-3s, but, for what I know, it was not used on late type MiG-3s as the restored one. Besides the demarcation lines between blue and green are not perfectly identical to prewar style.

DETAILS WALKAROUND
Click on each of following voices to see a wider and commented walkaround.

nose and engine cowling

19 commented images

left fuselage side

10 commented images

right fuselage side

4 commented images

tail surfaces
12 commented images

wings
16 commented images

main landing gear

15 commented images

main landing gear wells

8 commented images

tail wheel
4 commented images

canopy and rear bay

16 commented images

instruments panel
14 commented images

right cockpit wall

7 commented images

left cockpit wall

10 commented images

seat, control column and floor

15 commented images

back to MiG-3 main

MiG-3 restoration by Rusavia at MAKS 2005

nose details
Updated on September 10, 2005 file name: walk-nose.htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

This image shows the detail of late type MiG-3. The large intake is for the left oil cooler tunnel. The small intake under the exhaust stacks should be for cooling the wires of the spark plugs.

The long fairings on the barrels of the side ShKAS 7,62 mm machine guns are characteristic of late type MiG-3s. This allowed to replace the ShKAS with two UBS 12,7 mm machine guns or even with ShVAK 20 mm guns. The central slot for UBS is not followed by any fairing. The couple of small slots should be both for guns cooling and for windshield de-icing.

Note that the intake lip of the right side oil cooler tunnel has a different shape from that of the left side. This was done to allow both intakes to captate air in the best way, because the air flow was put in rotation by the propeller.

Note the metal sheet plates delimiting the upper and lower sides of the slots for exhaust stacks. One can vaguely see the actuating rod of the movable flap inside the oil cooler outlet.

The side plates behind the exhaust stacks were reinforced by a steel plate.

Each exhaust stack collects the fumes from two cylinders. The stacks are still new and shining. The movable outlet flap of the oil cooler is evident, as the triangular plates sealing its sides, that were introduced with late type MiG-3.

The fairing on the first exhaust stack was characteristic of late type MiG-3, and was introduced in production during the summer 1941.

The bubble under the nose is more protruding than on original MiG-3s, probably because of the use of an AM-38F engine from an Il-2 instead than the AM-35A utilized on MiG-3s.

The fast locks were introduced in the late type MiG-3s during the summer 1941. The earlier version was provided with Dzud locks on all the panels, and the engine cowling was scomposed in different way.

This bubble-like protrusion should house the oil and coolant pumps. The hole provides some cooling. The bubble is higher than the original one.

The oil coolers are visible inside their tunnel.

Here we see a thin lip covering the gap between engine cowling and prop spinner to prevent the access of snow.

The lip covers the upper and side parts of the gap, but it is not on the underside. It is partially overposed to the spinner. The asymmetry of the inlets of the oil coolers tunnels is evident.

The prop blade. It turns clockwise (seen from the front).

The intakes of the supercharger are located at the wingroots. A small door closes the intake when the engine is not running. This door opens by rotating backward on an horizontal axis located on its upper side. The door was introduced on late type MiG-3. The early model had only a grille. On the background, the flaps on the water cooler inlet are clearly visible.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

left side fuselage details

Updated on September 10, 2005 file name: right-side.htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

The left side of the fuselage of this plane reproduces very well the original one, except for the lack of a small ventilation hole behind the canopy.

This is the bolts cover on the left side of the fuselage.

The panel under the canopy is visible on the left, while the wooden rear fuselage is on the right.

An enlarged detail of the image above. Dzud locks are clearly visible. Some rivets are vaguely visible, and they join the aluminium alloy sheet to some internal nervures. The exagonal cap is for compressed air refuelling

This image of the left side shows a footstep and an hand grip (in front of the windshield). Those details are on left side only.

The footstep was closed on the inner side by a sort of bag to prevent mud by entering the cockpit.

The hand grip in front of the windshield. The panel of the windshield was locked by screws instead that Dzud locks, because it hadn't to be removed very often. The image was shot with a rotated camera.

The water cooler was covered by this long fairing, that included a ventral fuel tank too. We see that it's closed by fast locks for quicker access. The trapezoidal recess is a waste shells expulsion slot, on the left side only.

Some hatches under tha tail horizontal stabilizator should give access to the tail wheel retraction mechanism. These hatches are on the left side only. Below: details of the hatches.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

right side fuselage details

Updated on September 10, 2005 file name: right-side.htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

The right side of this rebuilt plane strictly resembles to the original one, except for some small details in the rear fuselage:

the small holes in the circle, resembling an electric socket, is in different position than on original planes; an hole for the wire aerial and a small ventilation hole behind the canopy are missing; and an oval door in lower position, perhaps for oxygen bottle refuelling, is missing.

The rectangular fairing is located just close to the canopy; it covers some large bolts connecting the wooden rear fuselage to the steel tube strut of the mid fuselage. Further bolts are hidden by the rear wing junction.

The long oval plate behind the exhaust stacks should be made of steel sheet for better resistance to heat.

This image shows the aluminium alloy panels that cover the mid fuselage frame. They are joined to supports by dzud locks, that appear similar to large screw heads. Noteworthy is the slot for the antenna mast (not installed) in fron of the windshield, on the right side only.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

tail surfaces
Updated on September 25, 2005 file name:tail-surf..htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

Here we see:

the vertical stabilizer, that is very smooth because it's made of wood and is solidal to the rear fuselage; the rudder, that has an aluminium alloy structure, covered by fabric on its sides except for the lower part, that is fully metallic.

Here we see the trim fence, the white position light and the fabric covered surface. On photos below, we see the position light. Note the roundness of the rudder edge.

The horizontal stabilizators are made by aluminium alloy, while the elevators have an aluminium alloy structure, covered by fabric. The demarcation line between green and light blue doesn't reflect the typical shape visible on wartime photos.

There is a trim fence on the right elevator only.

The lightening holes in the stabilizator are vaguely visible over the elevator.

Both elevators are moved by a shaft that passing through a window on each side of fuselage; the window is partially hidden by the stabilizator root, but here we see the ground through the window and the tail wheel bay, that are communicating.

Each stabilizator is hinged in two positions. The rotation axis is internal to the elevator.

Detail of an hinge of the elevator.

The stabilizator tip shape is typical of late type MiG-3. Early type had more pointed tips. The backward horn don't appear on any drawing, but looks confirmed by wartime photos on late type MiG-3s only.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

wings details
Updated on September 10, 2005 file name: wings..htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

The left wing outer panel. It is made of wood. The ailerons are clearly visible. On the right of the photo, we see a rectangular lock that is not part of the plane. Note the star on wing uppersurface, typical of prewar all-green early MiG3; it looks that this style of painting and marking was never used on wartime real late type MiG-3s.

The inner section of aileron. The trim fence was on the left wing aileron only.

The aileron again. Note the oblique shape of its front edge section; so, the aileron mounted on the wing looks to have a wider chord if seen from the bottom than from the top.

Above: two details of the inner aileron hinge of the right wing. Side, detail of the hinge joining two sections of ailerons on the right wing.

This metal band covers the joint between the wooden outer wing panel and the metallic central wing section of the left wing. The red pin indicating the landing gear extension is protruding from the wing uppersurface.

The wing undersurface allows to see the flaps, divided in two sections: the inner one on the inner section of wing, and the outer one on the external wing console. Note that the flaps end shortly before the wing edge.

The bombs racks should be jointed here. Some openings look closed by tape.

The landing light was on the left wing only. Note that the window is more extended on the lower surface than on the upper surface, probably because the light is inclined downwards.

The right wing navigation light was covered by a clear green cover. The left wing had a red cover of navigation light.

Here are three images of the pitot probe under the right wing. This configuration is typical of late type MiG-3 equipped with automatic slats; early type MiG-3 was without slats, and its pitot probe was located on the wing leading edge. The images show the thin slot of the slats in retracted position. Automatic slats are free to move by translating forward due to the air pressure at high angles of pitch. When they are extracted, the airflow passes through the slot, and remains adherent to the wing uppersurface instead of leaving it causing stall. Experienced pilots didn't like automatic slats due to their noise while moving, and sometimes glued them in closed position.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

main landing gear details

Updated on September 10, 2005 file name:landing-gear..htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

The main landing gear of MiG-3 retracted by rotating inwards and slightly rearwards. The doors of each side were divided into five elements.

The main element of doors is solidal with the lower part of leg and with the wheel axis. It is connected to the upper part of the leg by two rods: they are guides allowing sliding when the shock adsorber is compressed. Two upper elements of the landing gear doors were hinged to allow the main element to move during the compression. The lower one is hinged to the main door element, the second one to the wing inside the bay. The leg and inner face of doors are painted light blue, and this is coherent with wartime images.

Four images of two small upper door elements. The images above are from the front side. The image on the left is from the back side. The image below is from the left side. Note that there are two guide rods for each leg.

The main wheel disk. On wartime MiG-3s, it was painted green. The wheel tyre is similar, but not identical to wartime photos, and the disk looks slightly larger than those visible on photos, although the details look identical; this was probably done to fit with available tyres.

A rubber manifold covering the shock adsorber is visible.

An image of the leg from the back side. The brake cable is visible.

The knee is on the back side of each leg. The brake cable passes through its holes.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

main landing gear bay details

Updated on September 10, 2005 file name:landing-gear..htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

An overall view of the legt wheel bay. On the left side of the image we see the inner door closing mechanism. On the right side, we see the pneumatic actuator for leg extension.

A outwards view of the left vane. The pneumatic actuator, the compressed air pipe and accesses are clearly visible. The leg root and the wheel brake cable are visible too. On the right side of the image, we see the mechanism that locks the leg when in retracted position. Metal wires should have some part in locking/unlocking mechanisms for the leg.

An inward view of the left wheel vane. The mechanism for opening/closing the door is visible. The air duct from wingroot intakes to supercharger is visible too.

The door closing mechanism. again. When the landing gear is extracted, the wheel presses on the square plate, and this causes the rotation of the mechanism that pulls the door upwards.

Two black springs made the mechanism stable in fully closed and fully opened position, preventing undesired moves. The door can e closed manually for having better access to the fuselage undersurface for maintenance.

a forward view of the left vane, showing the door and the air duct.

The retracted leg locking mechanism.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

tail wheel details

Updated on September 10, 2005 file name:landing-gear..htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

The tailwheel of MiG-3 was retractable backwards, and its vanes were closed by doors:

flat on MiG-1, that had a smaller wheel; with a window to protrude the wheel on early type MiG-3; bulged on late type MiG-3.

The doors were actioned by the oblique rods visible on the upper leg sides. The wheel functioning was unreliable, so it was often locked in open position by removing the doors. The bay was often closed by some tissue cover. The wheel has a full rubber tyre.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

canopy and rear bay

Updated on September 10, 2005 file name: canopy..htm

back to MiG-3 main

Photos copyright by Yuri Pasholok

go to MiG-3 at MAKS

The canopy is made of three main parts: the windshield, the sliding hood and the rear part. The sliding hood slides backwards. Note that all the sliding guides are internal.

From this image, we clearly see that the sliding hood has a rear clear nail covering the gap between its rear frame and the frame of the rear part. The lack of the PBP-1 gunsight is evident.

Here we see the light blue-grey shade of the inner face of frames, and the front sliding guides, solidal to the tube frame.

This image shows the locking mechanism on the right side of the canopy. This was only on late type MiG-3s. The windshield itself was made of three thermoformed pieces of plastic, probably glued each other. This allowed to minimize the degradation in transparence due to thermoforming. In fact, the front part was nearly flat. The small rectangular sealing on the clear panels junction (tape?) don't appear in wartime photos. Below, the locking mechanism on the sliding hood.

This image shows clearly the rear bay, where the radio equipment could be installed. Wartime photos show rarely the protruding shape of the complete radio equipment (as illustrated on the drawings of Voronin) even when the radio mast was installed; this let us know that only few planes had the fully radio equipment, while many other ones had only the receiver, or nothing at all. The slot in the mid of the upper frame is the third (rear) guide of the sliding canopy. I don't know what is the yellow pipe, or if it was on original planes. It seems not apparent on wartime photos. In wartime, all the rear bay appear painted dark, probably green as the external surfaces.

I don't know what the cylindrical object is.

These images put in evidence the inclined shape of the front part of the rear sliding guide. This shape let us understand that the rear of the sliding hood lifts a bit when it is opened backwards .

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

instruments panel details

Updated on September 25, 2005 file name:instruments-panel..htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

A general view of the instruments panel. The lack of the PBP-1 gunsight on the tube support is evident.

compass

indicator of vertical speed

manifold pressure gauge (?)

altimeter speed indicator

compass slip indicator (turn and bank)

speed slip indicator indicator water pressure water temperature from engine

artificial horizon

supercharger pressure ?

oil temper. fuel and oil pressure

pressure (for water oil gear, left and temperature to temperature to right?) engine engine landing gear indication shutters of oil coolers (on-off) lights panel

water temperature from pressure (for gear, left water temperature to engine and right?) engine landing left landing gear panel gear down switch light left landing gear up light right landing gear up light right landing gear down light control button

The landing gear lights are actioned only when one presses the control button for check, else they are all off.

UBS armament lever joint

gunsight switch

ultra-violet lamp

ultra-violet lamp manifold pressure gauge fuel gauge ShKAS arming handle

The main landing gear switch: up=retracted down=extended

The altimeter has two hands: the short one for thousands of meters, the long one for hundreds. The compass is a rotating sphere whose scale is parallel to the ground.

A general view of the instruments panel. The gyro horizon is a model of 1947. On wartime photos, both light (blue?) and black instruments panels are visible on MiG-3s.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

right cockpit wall details

Updated on September 25, 2005 file name:right-cockpit-wall..htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

This general view of the right cockpit side let us see:

the electric panel, the control column, the steel tube strut and the canopy sliding guide on it, the nervure of external removable panels, the trim wheel , the armoured backrest.

The oxygen plant is absent on this rebuilt plane, as the radio receiver box, the signal pistol and the racks for its rounds.

The electric panel.

switches: battery pitot landing light navigation lights ? ? ? up: from the plane down: from the ground

clock cockpit (lights?)

amperometer (white scale) and voltmeter (yellow scale) instrument panel (lights?)

switches engine starter

The black rectangle in low position is the safety lock for electric panel.

The image shows the canopy lock, guide and strut. The triangular reinforcement sheets on the tubes structure were not present on wartime planes.

The trim wheels control the trim of the rudder and of the right elevator.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

left cockpit wall details

Updated on September 25, 2005 file name:right-cockpit-wall..htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

This overall view of the left side of cockpit allow to distinguish:

the steel tube strut with the canopy sliding guide, the armoured backrest, the control column the throttle panel.

The metallic pipes and cylinder could be part of the pneumatic system. Probably the cylinder is a pressure reductor/filter/dehumidifier for compressed air. A black compressed air bottle should be on the left side, behind the seat.

The indicators could be two manometers, one for bottle pressure, the other one for pipes pressure.

The throttle panel. The silver lever on the right control the magnet for engine ignition : it is on 0 to stop the engine, and 1+2 on normal flight.

upper lever with black handle: throttle back position: closed gas; forward position: full gas lower lever with white handle: altimetric corrector high altitude- ground altitude- max speed

The light grey crank is for water cooler outlet flap command. The position of the flap can be controlled on the indicator close to the red handles. The trim wheel on the left could control the trim fence on the left wing aileron. The footstep door is visible on the wall; it should be closed by a tissue bag to prevent mud access to the fuselage.

back to MiG-3 main

go to MiG-3 at MAKS

MiG-3 restoration by Rusavia at MAKS 2005

seat and floor details

Updated on September 25, 2005 file name:right-cockpit-wall..htm

back to MiG-3 main

go to MiG-3 at MAKS

Photos copyright by Yuri Pasholok

The seat is composed of two elements: the lower one, visible in the center of the image, is concave to contain the parachute bag, on which the pilot sits.

The rear armoured plate and backrest is visible on the left of the image.

The seat regulation lever (green and black) is visible on the right of the seat. The floor doesn't extend under the seat, that is sustained by an adjustable tube strut. The light blue plate with the hole is the radio receiver support; the radio itself is not yet installed.

Again the lower part of the seat. The khaki stripes could be the removed backrest cushion. None seat belt is visible. The arrangement of seat belts on MiG-3 is still unclear. The corrugated black object under the seat should be the ventral fuel tank.

Here we see the supports of the backrest. Some thin rings are on them. Perhaps they are for bonding the back cushion or even the belts.

A detail of the backrest plate. A welding is evident. Screws are to join it to the supports.

The control column. The upper lever is for wheel brakes. The black button is for radio (transmit/receive) Other levers and buttons should be for the armament. The two-hands handle configuration was typical of fighter planes at the beginning of the war, as I-16 and LaGG-3 too.

The control column seen from the right. The vertical metallic pipe is for brakes cable. On the background, we see the throttle panel; at the center of the image, the footstep is recognizable; it could be covered internally with a tissue bag to prevent mud access to the cockpit. The red handles on the floor should be for emergency release of the landing gear.

Here we see the floor where the control column enters in a slot. The floor starts where the seat ends. Note the wide space between the tubes strut and the side fuselage panels.

The floor and the pedals are visible. Note that pedals are contained in recesses on the floor.

An oblique plate under the instrument panel divides the pilot vane from other internal vanes. Each pedal has a small leather belt for the foot.

back to MiG-3 main

go to MiG-3 at MAKS