Category Mig

DIS 200/Т

At the end of the 1930s the VVS could operate a fleet of long-range heavy bombers and tactical medium-range bombers but did not have the escort fighters needed to protect them. As early as 1940, the newly formed design bureau had tackled the development of a long-range escort fighter capable of performing high-speed reconnaissance, light bombing, and torpedoing roles. In the preliminary design it was planned to use new, efficient diesel engines developed by A. D. Charomskii, the M-40 and M-30, which would give the aircraft a much greater range because of their low specific fuel consumption.

But neither of these diesels were as yet reliable, so it was decided to equip the prototype—whose factory code letter was T—with two liq­uid-cooled in-line 1,030 kW (1,400 ch) AM-37s driving three-bladed vari­able-pitch propellers. The exhaust collectors were bent and extended above the wing upper surface. Fuel was distributed into six tanks, four in the wing center section and two behind the cockpit. Two oil coolers were located on each side of the engine cowlings as on the MiG-3. The glycol was cooled by two air scoops placed on each side of the cowl­ings, and the corresponding outlets were located beneath the trailing

edge of the wing. The engine supercharger inlets were located in the leading edge.

The single-seat, twin-engine T prototype had a low wing, a twin fin configuration, and a structure composed primarily of wood rather than scarce light alloys. The flight tests led to the installation of slats on the wing leading edge. On the trailing edge, to complement the two-seg­ment flaps, high lift was augmented by specially designed ailerons, which could be symmetrically lowered to 20 degrees. The latter feature was a great novelty at the time; today they are known as flaperons. The main gear (950 x 300 tires) retracted into the engine nacelles and the tail wheel into the fuselage, and both were pneumatically operated—a first in the USSR.

The cockpit was equipped for instrument flying, and the pilot had an oxygen dispenser and a radio receiver at his disposal. The sliding aft canopy could be jettisoned. The front, rear, sides, and underside of pilot’s seat were protected by armored plates, and the lower part of the fuselage nose was glazed to give the pilot some downward vision.

The DIS-200 T fighter variant was especially powerful, with one 23- mm VYa cannon in a removable fairing under the nose to complement two 12.7-mm BS and four 7.62-mm ShKAS machine guns on the leading edge of the wing. The cannon fairing could be replaced by a 1,000-kg (2,200-pound) bomb or a torpedo.

The T started its taxiing tests on 15 May 1941 and made its first flight at the end of the month, with A. I. Zhukov at the controls. Flight tests went on all summer at the Khodinka airfield near Moscow and were conducted by Zhukov and V. N. Savkin, an Nil WS test pilot.

Series production of the T was to have taken place at factory no. 1, but the Germans invaded just as the first tests got under way. The air­craft was moved to Kazan, and flight tests were not continued.

In some OKB documents the fighter version is referred to as the MiG-5 and the bomber version as the MiG-2. DIS stands for Dalniy Istrebityel Soprovozhdeniya: long-range escort fighter. The DIS-200 had three competitors: the Tairov Ta-3 (OKO-6bis), the Polikarpov TIS, and the Grushin Gr-1.

Specifications

Span, 15.1 m (49 ft 6.5 in); length, 10.875 m (35 ft 8.1 in); wheel track, 4.6 m (15 ft 1.1 in); wing area, 38.9 m2 (418.7 sq ft); empty weight, 6,140 kg (13,530 lb); takeoff weight, 8,060 kg (17,765 lb); fuel, 1,920 kg (4,230 lb); wing loading, 207.2 kg/m2 (42.4 lb/sq ft).

Performance

Max speed, 610 km/h at 6,800 m (329 kt at 22,300 ft); service ceiling, 10,800 m (35,425 ft); range, 2,280 km (1,415 mi); endurance, 5 h; climb to 5,000 m (16,400 ft) in 5.5 min.

Because neither Charomskii diesels nor Mikulin AM-37 engines were ready for use, the DIS-200 second prototype was powered by an M-82F, a mass-produced radial engine that could afford 1,250 kW (1,700 ch) at takeoff and 957 kW (1,300 ch) at 6,500 m (21,300 feet). The aircraft – built in Kuybyshev, where factory no. 1 and the OKB had relocated in October 1941 — was first called the IT (factory code).

Both T and IT prototypes had the same structure. The only differ­ence, except for the engines, concerned the heavier armament: four 7.62-mm ShKAS and two 12.7-mm BS machine guns plus two 23-mm VYa-23 cannons. The T could carry either a 1,000-kg (2,200-pound) bomb or a torpedo of the same weight, depending on mission require­ments. The IT rolled out of the factory in January 1942 and made its first flight later that month with G. M. Shiyakov (an LII pilot) at the controls. It was then transferred from Kuybyshev to Kazan, where it was test-flown. Meanwhile, the experience of the war demonstrated that escort missions could be handled successfully by frontal fighters, making the development of a special type of aircraft unnecessary. The IT flight tests were consequently terminated.

Specifications

Span, 15.1 m (49 ft 6.5 in); length, 12.14 m (39 ft 9.9 in); height, 3.4 m (11 ft 1.8 in); wheel track, 4.6 m (15 ft 1.1 in); wing area, 38.9 m2 (418.7 sq ft); takeoff weight, 8,000 kg (17,630 lh); fuel, 1,920 kg (4,230 lb); wing loading, 205.7 kg/m2 (42.11 lb/sq ft).

Performance

Max speed, 604 km/h at 5,000 m (326 kt at 16,400 ft); climb to 5,000 m (16,400 ft) in 6.3 min; service ceiling, 9,800 m (32,140 ft); range, 2,500 km (1,550 mi).

1-220 / A / MiG-11

In 1942 the ОКБ began to build a string of high-altitude interceptor prototypes (the A series) meant to oppose the Luftwaffe’s photo recon­naissance aircraft, which were able to operate with complete impunity because of their high operational ceiling. These Soviet aircraft were in fact updated remakes of the MiG-3.

The first project was assigned the letter A and the designation 1-220. It was a low-wing single-seater of mixed construction. For the first time the ОКБ designers departed from the MiG-3 layout. All of their previous models had had the exact same span and wing area. The 1-220 was different: the radiator was moved to the wing center section (with air intakes in the leading edge and a variable shutter on the wing’s upper surface), the main gear legs were given a levered suspen­sion system, its firepower was increased. Two prototypes were built. The 1-220 no. 01 received an AM-38F, which was later replaced by an AM-39. The AM-38F generated 1,251 kW (1,700 ch) at takeoff and 1,104 kW (1,500 ch) at rated altitude, while the AM-39 generated 1,325 kW (1,800 ch) at takeoff and 1,104 kW (1,500 ch) at rated altitude. Its arma­ment included two synchronized 20-mm ShVAK (SP-20) cannons above the engine with 150 rpg.

Because flight tests and the development of the AM-39 took longer than expected, the 1-220 no. 02 received an engine that was not certi­fied and could not yet be mass produced. Its armament was also differ­ent. It was the first Soviet fighter fitted with four synchronized 20-mm ShVAK (SP-20) cannons with 100 rpg and the first to have a whip anten­na for its radio set.

The 1-220 no. 01 with AM-38F engine was rolled out in June 1943 and made its first flight in July with A. P. Yakimov in the cockpit. Tests continued through August and involved pilot P. A. Zhuravlyev. The 1-220 no. 01 with AM-39 engine was rolled out in January 1944 and

underwent flight tests between then and August. The 1-220 no. 02 with AM-39 engine left the factory in August 1944 and was first flown by 1.1. Shelnest in September.

Development of a suitable engine for a high-altitude interceptor intended for PVO regiments proceeded concurrently with the prelimi­nary design of the 1-220 and continued until the test flights ended in 1944. In the meantime, the notorious inadequacies of available engines at the edge of the stratosphere greatly complicated the work of the ОКБ. The wing loading of the 1-220 was relatively moderate and marked a significant improvement over the MiG-3 in terms of both maneuverability and rate of climb. But because no existing engine could provide the needed power, the design ceiling—the raison d’etre of this program—was never reached. At low and medium altitudes, however, the aircraft proved to be superior to the Yak and La “frontal" fighters then in use. For ground speed the 1-220 nos. 01 and 02 were between 30 and 70 km/h (16 and 38 kt) faster than the Yak-9. At 7,000 m (22,960 feet) the no. 02 was 50 to 95 km/h (27 to 51 kt) faster than the La-5. If the 1-220 had been mass-produced, it would have been called the MiG-11.

The following details refer to the 1-220 no 01 with the AM-38F engine/with the AM-39 engine.

Specifications

Span, 11 m (36 ft 1 in); length, 9.603 m (31 ft 6.1 in); height, 3.16 m (10 ft 4.4 in); wheel track, 3.652 m (11 ft 11.8 in); wheel base, 5.85 m (19 ft

2.3 in); wing area, 20.38 mz (219.37 sq ft); empty weight, 2,936/3,013 kg (6,471/6,641 lb); takeoff weight, 3,574/3,835 kg (7,877/8,452 lb); fuel, 335 kg (738 lb); oil, 45 kg (99 lb); wing loading, 175.4/188 2 kg/mz (35.9/38.5 Ib/sq ft).

Performance

Max speed, 630/668 km/h at 7,000 m (340/361 kt at 22,960 ft); max speed at sea level, 572/550 km/h (309/297 kt); climb to 6,000 m (19,680 ft) with AM-39 in 4.5 min; service ceiling with AM-38F, 9,500 m (31,160 ft); range, 960/630 km (595/390 mi).

The following details refer to the 1-220 no. 02 with the AM-39 engine.

Specifications

Span, 11 m (36 ft 1 in); length, 9.603 m (31 ft 6.1 in); height, 3.16 m (10 ft 4.4 in); wheel track, 3.652 m (11 ft 11.8 in); wheel base, 5.85 m (19 ft

2.3 in); wing area, 20.38 mz (219.37 sq ft); empty weight, 3,101 kg (6,835 lb); takeoff weight, 3,647 kg (8,038 lb); fuel, 335 kg (738 lb); oil, 45 kg (99 lb); wing loading, 178.8 kg/mz (36.7 lb/sq ft).

Performance

Max speed, 697 km/h at 7,000 m (376 kt at 22,960 ft); max speed at sea level, 571 km/h (308 kt); climb to 6,000 m (19,680 ft) in 4.5 min; ser­vice ceiling, 11,000 m (36,080 ft); range, 630 km (390 mi).

The 1-225—last model of the A series, coded 5A—was the heaviest and most powerful experimental interceptor of the family. Its preliminary design was drawn up by a team of engineers headed by A. G. Brunov, project manager. Two I-225s were built in a back-to-basics formula: they had the same dimensions and wing area as the 1-220, the family’s progenitor. The 1-225 no. 01 was powered by an AM-42B engine, the no. 02 by an AM-42FB. The latter power plant provided 1,472 kW (2,000 ch) at takeoff or 1,288 kW (1,750 ch) at rated altitude and also at 7,500 m (24,600 feet). There was a TK-300B exhaust-driven turbo­supercharger on its right side, and it drove a three-bladed AV-5A-22V propeller 3.6 m (11 feet, 9.7 inches) in diameter. The problems that plagued the 1-222 and 1-224 pressurized cockpit were solved, and the

Two l-225s were built (our photographs show no. 01). The exhaust-driven turbo­supercharger was located on the right side of the engine. These aircraft were pow­ered by the most powerful Soviet engine: the AM-42B, delivering 1,470 kW (2,000 ch) at takeoff.

size of the heat exchanger placed under the back of the engine was reduced.

Protection for the pilot was enhanced by the addition of 9-mra thick armor plate to the back of the seat, and the front and rear parts of the canopy were fitted with 64-mm thick bulletproof glass. The cockpit was equipped for instrument flying and had an ultrashort – wave transceiver.

The armament on both prototypes comprised four synchronized 20-mm ShVAK SP-20 cannons (100 rpg), two mounted above the engine and one fitted on each side. The 1-225 no. 01 built in June 1941 was a direct descendant of the 1-220 and made its first flight on 21 July 1944 with A. P. Yakimov at the controls. According to design calculations the aircraft ought to have reached 729 km/h at 8,520 m (394 kt at 27,945 feet) at engine combat rating and 721 km/h at 8,850 m (389 kt at 29,030 feet) at rated power. On 7 August 1944 Yakimov clocked up 707 km/h at 8,500 m (382 kt at 27,880 feet) at rated power. Two days later, on its fifteenth flight, the plane experienced engine failure near the ground and crashed, damaged beyond repair.

A second prototype was ordered. However, by the time the 1-225 no. 02 commenced flight tests on 14 March 1945 the MiG ОКБ had turned its attention to the 1-220 (N) and its motokompressor. In tests the 1-225 no. 02 earned the title of second-fastest Soviet piston-engine fight­ers at 720 km/h (389 kt)—unable to beat the record established on 19 December 1944 by the much lighter Yak-3U (2,830 kg/6,235 lb) pow­ered by a 1,325 kW (1,800 ch) Klimov VK-108.

The 1-225 ended all attempts to design a successor for the MiG-3 based on a single layout or structural design. Every member of the MiG fighter family from the 1-200 to the 1-225 fell victim to endless troubles with its power plant. Besides, after five years of continuous develop­ment the maximum speed of this aircraft type had increased by only 80 km/h (43 kt).

Specifications

Span, 11 m (36 ft 1 in); length, 9.603 m (31 ft 6.1 in); height in level flight position, 3.7 m (12 ft 1.7 in); wheel track, 3.652 m (11 ft 11.8 in); wheel base, 5.85 m (19 ft 2.3 in); wing area, 20.38 mz (219.37 sq ft); empty weight, 3,010 kg (6,635 lb); takeoff weight, 3,900 kg (8,595 lb); fuel, 350 kg (770 lb); oil, 41 kg (90 lb); wing loading, 191.2 kg/m2 (39.18 lh/sq ft); max operating limit load factor, 8.

Performance

Max speed, 720 km/h at 8,500 m (389 kt at 27,880 ft); max speed at sea level, 590/617 km/h (319/333 kt); climb to 5,000 m (16,400 ft) in 4.5 min; service ceiling, 12,600 m (41,330 ft); landing speed, 134 km/h (72

kt); range, 1,300 km (810 mi); takeoff roll, 257 m (843 ft); landing roll, 450 m (1,475 ft).