Technical data
Type I-320
Function Night All-Weather Interceptor
Year 1949 1950
Crew 2 2
Engines (2)
Type RD-45F VK-1
Thrust (each) 2270kg 2700kg
Size (m)
Length 15.77
Wingspan 14.2
Wing area 41.2m2
Weights (kg) and loads
Empty 7000 7827
Loaded 10000 10725
Wing Load (kg/m2) 243 260<
0.454 0.503
Speed (km/h)
1000m - 1040
10000m 1060 994
Landing - 187
Roll (m)
Landing - 770
Takeoff - 610
Range (km)
Practical 1100 1205
Ceiling (m)
Practical 15000 15500
Climb (min)
5000m - 2.3
10000m - 5.65
Guns (3) 37mm N-37
50 rpg
37mm N-37
60 rpg

I-320(R), A.I.Mikoyan/M.I.Gurevich

28k b/w photo of the R-2 "History of aircraft construction in the USSR", Vol.2 p.321

Twin-engined all-weather heavy fighter-interceptor. Its electronic equipment was quite advanced for the historic period, so wide cockpit provided room for two side-by-side seated crew members. Cockpit was protected by 105mm thick bullet-proof glass with electric heating. Thin swept wing (35°) was optimized for high speed. Two soft fuel tanks were located inside the fuselage.

The engines were fitted in tandem:

A circular nose intake was used with a radar cone on the upper lip. Three cannons with 50 shells/gun (later 60) were fitted symmetrically under the front section of the fuselage.

Two I-320 were built - R-1 with RD-45F and R-2 with VK-1. The R-2 also differed by raised crew seats to improve view. Emergency ejection system was modified, de-ice equipment was installed on the wing and tailplane. Air intake channels had electric heating system to prevent ice buildup.

The R-1 was flown first on April 16, 1949. Flights by A.A.Vernikov, Akhmet-khan Soultan (factory trials) and Yu.A.Antipov (state acceptance trials) proved that aircraft is a success. Performance was adequate to solve tasks of night all-weather interceptor. The R-2 was flown in 1950 (same pilots plus M.L.Gallay and S.N.Anokhin). It had stronger wing, skin and equipped with airdynamic interceptors.

I-320 (both R-1 and R-2) was capable to takeoff with only one (any of two) engines running. But 17% thrust gain of the VK-1 failed to provide speed increase... Speed was limited by elasticity of thin wing and danger of flatter. Despite R-2 had strengthened wing with extra airdynamic fences, critical flatter speed was not changed substantially.

The Yak-25 was preferred as superior - for 1950 I-320 speed limitations were found unacceptable.

  • "History of aircraft construction in the USSR", Vol.2 p.319-322;

  • More Links...
  • I-320 (R)
  • I-320(R) at Virtual Aircraft Museum
  • I-320, Mikoyan-Gurevich

  • Modified December 5, 1997 Back to
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