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8/13/2019 MiG 3s Today

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MiG-3 pieces at Central Finland Aviation MuseumUpdated 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 January1941.
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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 thatthe fuselage was painted in the factory before

mounting the tail plans.


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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/bluecoat.

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 ofThomas Siepert).
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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).


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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.


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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 canbe found in theengine description.

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MiG-3 replica in Monino MuseumUpdated on October 13, 2003 file name:monino.html

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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).
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Despite the unsatisfactory general lines, the internal details of this replica are fairly resemblant to the original (see drawings); they haveprobably used parts of an existing plane.(photos from Dmitriy Sribny via Audrius Nairanauskas, copyright www.airforce.ru).
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MiG-3 restored in NovosibirskUpdated on July 6, 2003 file name:novosibirsk.html

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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, P-63 "Kingcobra" (now in Monino), A-20G "Boston" (Monino), B-25C "Mitchell" (Monino)" and others.


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fromKovalsky Alexey

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Photo gallery of post-war MiG-3s wrecks

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

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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.

.
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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


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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 URLhttp://www.sampo.ru/~aviascan/, while the direct link to MiG-3 wrecks page

is:http://www.sampo.ru/~aviascan/mig3.htm

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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 oftail.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 ofMiG-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 ofVseslav V. Dyakonov, shot in MAKS-2003 (the international aerospace show) on August 23, 2003; they arefrom the page

http://www.airforce.ru/aircraft/mikoyan/mig-3/rusavia/index.htm,where a gallery of 25 detail photos is shown.
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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.


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Here we see the tail wheel retraction pneumaticactuator 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.


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The main undercarriage structure and its pneumatic

actuators are visible here.

Note the light blue paint of such details.


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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.


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Here is the Mikulin AM-38 engine underrestoration.

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 lowaltitudes, while it is unapt to fly above some

thousand meters altitude.

The AM-35A, instead, was optimized for altitudesabove 6,000 m.

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MiG-3 restoration by Aviarestoration (part 2)Updated on October 25, 2005 file name: rusavia2.html


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 ofrear fuselage. You can see the thick steel structure

supporting and centering the pieces while building.
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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.


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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.


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We see the tail. Those holes are visible when the

elevators are bended down.


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The cockpit is still lacking of the instrument panel,

radio panel and many other details.


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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.


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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.


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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.


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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.


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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.


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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.


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The AM-38F engine from an Il-2 under tests at

Rusavia.

The propeller was replaced by an air brake.


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The object under the reduction gear should be apneumatic starter.

The exhaust stacks were jointed to pipes to evacuate

the fumes out of the room.


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The engine during tests.

One of the pipes is disconnected, showing the flame

coming out.

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MiG-3 restoration by Aviarestoration at MAKS 2005

and commented walkaroundUpdated on October 25, 2005 file name: rusavia3..htm

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


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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 thisbefore utilizing photos as references for a model.


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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. Besidesthe 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
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left fuselage side

10 commented images

right fuselage side

4 commented images
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tail surfaces

12 commented images

wings

16 commented images
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main landing gear

15 commented images

main landing gear wells

8 commented images
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tail wheel

4 commented images

canopy and rear bay

16 commented images
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instruments panel

14 commented images

right cockpit wall

7 commented images
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left cockpit wall

10 commented images

seat, control column

and floor

15 commented images

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MiG-3 restoration by Rusavia at MAKS 2005

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

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Photos copyright by Yuri Pasholok
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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.


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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.


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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 flowwas put in rotation by the propeller.


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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.


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


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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, thatwere 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.


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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.


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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.


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This bubble-like protrusion should house the oil and coolant pumps. The hole provides some

cooling.

The bubble is higher than the original one.


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The oil coolers are visible inside their tunnel.


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

access of snow.


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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.


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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.



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left side fuselage detailsUpdated on September 10, 2005 file name: right-side.htm




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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 thecanopy.


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


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The panel under the canopy is visible on the left, while the

wooden rear fuselage is on the right.


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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


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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.


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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.


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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.


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




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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.


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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.


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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.


MiG 3 i b R i MAKS 2005


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




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Here we see:

the vertical stabilizer, that is very smooth because it's made of wood and is solidal to therear fuselage;

the rudder, that has an aluminium alloy structure, covered by fabric on its sides exceptfor the lower part, that is fully metallic.


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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.


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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 onwartime photos.

There is a trim fence on the right elevator only.


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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.


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


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Detail of an hinge of the elevator.


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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.




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MiG 3 restoration by Rusavia at MAKS 2005

wings detailsUpdated on September 10, 2005 file name: wings..htm




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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 MiG-

3; 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.


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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.


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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.


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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 thewing 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.


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

tape.


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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.


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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.


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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 airpressure at high angles of pitch. When they are extracted, the airflow

passes through the slot, and remains adherent to the wing uppersurfaceinstead 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.




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




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The main landing gear of MiG-3 retracted by rotating inwards and slightly rearwards.

The doors of each side were divided into five elements.


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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 moveduring 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.


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Four images of two small upper door elements.


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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.


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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.


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A rubber manifold covering the shock adsorber is visible.


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


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




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main landing gear bay detailsUpdated on September 10, 2005 file name:landing-gear..htm




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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.


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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.


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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.


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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.


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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.


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

The retracted leg locking mechanism.




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tail wheel detailsUpdated on September 10, 2005 file name:landing-gear..htm




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.

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


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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. Thebay was often closed by some tissue cover.

The wheel has a full rubber tyre.


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canopy and rear bayUpdated on September 10, 2005 file name: canopy..htm




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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.


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Here we see the light blue-grey shade of the inner face of frames, and the front sliding guides,

solidal to the tube frame.


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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.


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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.


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I don't know what the cylindrical object is.


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These images put in evidence the inclined shape of the front part of the rear sliding guide This


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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

.



i t t l d t il


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




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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 (?)


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altimeter compass

speed indicator slip indicator (turn and bank)

speed

indicatorslip indicator

artificial

horizon

supercharger

pressure ?

oil temper.fuel and oil

pressure

water

pressure

water

temperature

from engine

pressure (for

gear, left and

right?)

water

temperature to

engine

oil

temperature to

engine

landing gear

indication

lights panel

shutters of oil coolers (on-off)

water temperature from pressure (for gear, left water temperature to


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engine and right?) engine

landing

gear panel

switch

left landing

gear down

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

jointgunsight switch ultra-violet lamp


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ultra-violet lamp

manifold pressure gauge fuel gauge ShKAS arming handle

The main landing gear switch:

up=retracted

down=extended


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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.



right cockpit wall details


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




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

h l i l


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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:


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switches:

pitotlanding

light

navigation

lights

? ? ?

battery

up: from the plane

down: from the ground

clockamperometer (white scale) and voltmeter

(yellow scale)switches

cockpit

(lights?)instrument panel (lights?)

engine

starter


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


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The image shows the canopy lock, guide and strut.

The triangular reinforcement sheets on the tubes structure were not present

on wartime planes.


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



left cockpit wall details


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




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


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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.


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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


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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


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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.


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seat and floor details


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seat and floor detailsUpdated on September 25, 2005 file name:right-cockpit-wall..htm




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The seat is composed of two elements: the lower one visible in the center of the image is


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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.


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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.

A i th l t f th t Th kh ki t i ld b th d b k t hi


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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.


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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.


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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.


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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.


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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.


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