Myasischev 3M Molot: Bigger. Badder. Better. Bison.

WalletWorrier · April 20, 2025, 3:08pm

A brief preface
Hello and welcome to Heavy Bomber March suggestion #6! This month I’m cranking out suggestions for heavy bombers. Up next in the lineup, the greatest of its kind, the Myasischev 3M Molot!

Overview
The Myasischev 3M Molot is a Soviet four-engined jet strategic bomber based on the Myasischev M-4. Compared to the M-4 Bison-A, the 3M Bison-B featured an improved airframe, larger wing area, and substantially more powerful engines, greatly improving flight performance. Unusually, subsequent 3M variants would feature downgraded engines and performance due to unreliability and unavailability of the intended VD-7s. Of the 85 3Ms of all variants produced, around 30 were base 3Ms- because the difference between the 3M, 3MN, and 3MS was a simple engine swap production splits between the models are difficult to track down.

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History

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Origins
Soon after the Tu-4 entered service, it was deemed obsolete. It lacked the range to reach targets in the US and was too slow to outrun the new generation of jet fighters entering service. To replace the Tu-4, Tupolev developed the Tu-80 and Tu-85, both based on the Tu-4 but with greatly improved performance. However, these two aircraft were still powered by conventional piston engines, resulting in unsatisfactory performance. So in 1951, Tupolev and recently reformed Myasischev were each tasked with designing next-generation bombers, to fly no later than December 1952, with the two competing and the superior design entering service. Combat experience in Korea had shown the B-29 was all but helpless against jet-powered MiG-15s, so both Tupolev and Myasischev designs would need to change away from from piston engines. Tupolev would base their bid off the Tu-85, adding swept wings and a turboprop powerplant, creating the Tu-95. Myasischev meanwhile would aim for higher performance, with an all-new aircraft also featuring swept wings and powered by four massive AM-3 turbojets.

Troubled Development
Myasischev’s bomber was at a disadvantage from the start. OKB-482 Myasischev had been dismantled in 1946 and only reinstated in 1951 for this project, Vladimir Myasischev working for the Moscow Aviation Institute at the time. This meant that before work could even really begin on the bomber itself the design team would need rebuilt from the ground up. To make matters worse, Mikhail Kroonichev was still Minister of Aircraft Industry and was just as antagonistic towards Myasischev as he had been in 1946 when he order OBK-482 dissolved.
Nonetheless, work proceeded at record pace, with the basic design for what was now designated the 1M finished in a mere four months. Eight designs were developed, largely differing in wing design and propulsion. Of these eight, the selected design would have a high-aspect kinked swept wing, with moderately swept control surfaces, and quad AM-3 turbojets embedded in the inner wing. A unique feature of the 1M design was its bicycle landing gear- there were two main sets of landing gear, both inline in the fuselage. Stability was accounted for via smaller secondary gear sets on the wingtips. This allowed for a lighter and smaller design, though it would also result in persistent control issues on the ground. The full-scale wooden mockup was completed in October 1951. Armament was to consist of two nuclear bombs or 24,000kg of conventional bombs, with a defensive suite of three twin 23mm turrets.
It was the unusual gear arrangement that took the longest to evaluate. While such a configuration had been used before, never on such a large aircraft and never on a mass-produced aircraft. A series of other aircraft, most notably the I-215D and several Tu-4s, were used as testbeds for the gear arrangement between 1951 and 1952.
Production of the first prototype initiated in October 1951, even as the design continued to be refined. Final design was finished only in April 1952, with the prototype rolling out in November.

The M-4
First flight of the Myasischev 1M occurred on 20th January 1952. While later than originally required, it was nonetheless an incredible achievement to go from the establishment of the deign bureau to the first flight of a world-class jet bomber in less than 22 months. The second prototype was completed in December 1953, with the two finishing flight testing in April 1954. The second prototype differed from the first in larger inboard wings, higher fuel capacity, and a number of other minor changes and would serve as the production standard. This airframe had its own issues- the first prototype had been 25 tonnes overweight, resulting in weight being saved wherever possible on the second prototype- even at the detriment of safety, almost resulting in the loss of the aircraft and crew on the 14th flight when the the too-thin elevators blew off mid-flight. This and other issues during evaluation meant that state trials were delayed until April 1954- or rather, May 1954 as the first prototype was selected to fly at the May Day parade in Moscow, escorted by two pairs of MiG-17s and followed by the first 9 Tu-16s.
The 1M fell short of requirements in every metric. In particular, it was far off the required range of 12,000km, only capable of 9,800km. However, with the crash of the Tu-95/1 prototype and the increasing dominance of Western bombers, the Soviets had no other choice than to order the 1M into service in November 1954 as the M-4, with the AM-3 engines to undergo an upgrade as soon as possible to achieve satisfactory performance and the Tu-95’s development to continue, even though it was originally planned to only produce one of the two designs. Only two production aircraft were completed in 1954, this was followed by nine in 1955, and finally 20 in 1956. Starting at some point in 1955, the AM-3D was replaced by an upgraded model, the RD-3M-200. This engine provided more thrust and also a higher efficiency, bringing the M-4 up to its required specifications. The RD-3M-200 was followed by the RD-3M-500A with increased reliability, requiring an overhaul every 500 flight-hours instead of 200.
The M-4 would officially enter service in early 1955, though it only completed final acceptance trials in mid-1956 and continued to see tests until 1958.

The New Bison
Even with the planned engine upgrades, it was clear the M-4 would be insufficient. So in July 1954 development of an improved model, the 3M, was started. The 3M was to be based on the M-4 and share an overall similar layout and design, but in details was dramatically different. The engines, wings, and fuselage were all to be redesigned to increase flight performance. The new aircraft would be feature greatly improved aerodynamics and mount new VD-7 turbojets, which offered both higher thrust and fuel efficiency over the AM-3s. Additionally, the 3M would be fitted with a refueling probe, a first for the Soviets. Experience with the M-4 allowed the 3M to be built significantly lighter, despite being slightly longer. Avionics were overhauled, including the installation of ECM systems, and crew was reduced to 7.
The first 3M prototype took flight in October 1955. Only two VD-7s were available at the time, so the aircraft was powered by two VD-7s and two AM-3s. Much like the M-4, the 3M was found to have violent and uncontrollable nose-up tendencies on takeoff, almost causing a crash on the first flight. Production of the 3M started in September 1956, replacing the M-4. While powerful and efficient, the VD-7s were found to be extremely unreliable, delaying state acceptance trials until January 1958. Even before trials had started the 3M was ordered into service, as the Soviets desperately needed a bomber of its calibre. It was intended to be designated the M-6 in service, but unusually the 3M designation was used instead. The rushed entry into service resulted in an awful safety record, with two aircraft lost in 1958 alone. A significant issue was the gear layout- the forward gear was designed to tilt as the bomber gained speed, lifitng the nose up to assist in takeoff. However, pilots used to conventional bombers would habitually pull back on the stick, resulting in the nose gear lifting early and “kicking” the nose of the aircraft into a stall.

In Service
Crews disliked the 3M, though not as much as the M-4. While having improved ergonomics and climate control, the 3M still lacked crew rest areas, a galley, or even toilet. For those who didn’t have to fly it, the 3M was a much more successful aircraft. It was significantly faster than the M-4, with a massively improved range especially with drop tanks and in-flight-refueling. This allowed the 3M to strike anywhere within the US. In October 1959, the 3M set a series of payload-to-altitude records. However, even with its ECM, the 3M would have been relatively ineffective at penetrating air defenses. The rapid advance of SAMs and interceptor aircraft made high-altitude bombers largely obsolete by the time the 3M entered service. Doctrine switched to a high-low-high flight profile, staying low on approach to the target to avoid detection. This resulted in a significant decrease in range, but would have increased mission survival rate. Reliability continued to be a major issue through the 3M’s service life despite continuous improvements.
The 3M never saw combat. However, it served as a significant nuclear deterrent through the Cold War. Additionally, the 3M was used on “harassment” missions, shadowing NATO fleets and probing hostile airspace to test the responses of the defenders.
But perhaps the most significant role of the 3M was in propaganda and misinformation. 3Ms were featured heavily at airshows and exhibitions, typically repainted with fictitious serials to deceive NATO on the quantity in service. And it worked- US estimates put the number of Molots in service as up to 800, leading to fears of a “bomber gap” and enormous investments into bomber production.

A Bison Herd- Further Development
The first two variants of the 3M both resulted from the failings of the VD-7. The first was the 3MS-1 or simply 3MS, the S for “staryye dvigateli”, old engines. VD-7 production simply couldn’t keep up with 3M production, so many aircraft were instead fitted with RD-3Ms or even AM-3s. These 3MS accounted for nearly half of all 3Ms built.
The second major subvariant was the 3MN-1, or simply 3MN, for “novyye dvigateli”, new engines. This variant was produced from 1960 and featured derated VD-7B engines, with the lower thrust coming at the benefit of greatly improved reliability. These VD-7Bs had thrust essentially identical to the older RD-3Ms. Both the 3MN and 3MS naturally had lower flight performance than the original 3M due to the less powerful engines.
From the 3MN and 3MS were developed the 3MN-2, 3MS-2, and 3MSR-2 tanker aircraft, serving to refuel the bomber 3M models as well as the Tu-95s. These variants would be the last to leave service, with the 3MSR-2 serving until 1994.
The final bomber 3M model was the 3MD which was armed with Kh-10S supersonic cruise missiles. Only 10 of these aircraft were produced.
The 3M also served as the basis for a rather unique aircraft, the VM-T heavy lift aircraft, designed to transport the Buran space shuttle.

Specifications

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Airframe
Length: 48.8m
Span: 53.1m
Height: 11.5m
Wing Area: 351.8m^2
Empty Weight: 74,430kg
Loaded Weight: 150,000kg
MTOW: 203,500kg
Crew: 7

Propulsion
4x VD-7 turbojet
Max Thrust: 107.91kN (each)
Max Total Thrust, WEP: 431.64kN
Max TWR: 0.53
CO2 extinguishers
Internal Fuel: 133,500L in 20 self-sealing tanks
External fuel: 2x 6,500L drop tanks

SU-50 JATO pods

Flight Performance
Maximum Speed (high alt): 950km/h
Maximum Speed (sea level): 616km/h
Maximum Speed: Ma 0.9
Max Overload: 2.7g
Service Ceiling: 11,800m

Armament
Defensive:
2x 23mm AM-23 cannon, dorsal turret
300rpg
690m/s
2,600rpm (combined)
360 degree traverse
-3/+80 degrees elevation

2x 23mm AM-23 cannon, ventral turret
300rpg
690m/s
2,600rpm (combined)
360 degree traverse
-80/+3 degrees elevation

2x 23mm AM-23 cannon, tail turret
400rpg
690m/s
2,600rpm (combined)
+/-70 degree traverse
-40/+60 degrees elevation

Offensive:
2x FAB-9000M54- 18,000kg total
4x BrAB-6000- 24,000kg total
2x FAB-5000M54- 10,000kg total
6x FAB-3000M54- 18,000kg total
6x BrAB-3000- 18,000kg
28x FAB-500M54- 14,000kg total
52x FAB-250M46, M54- 13,000kg total
52x FAB-100M43- 5,200kg total
*nominal weights

Avionics
RPB-4 radar bombing system
PRS-1 gun radar (tail turret)
5x ASO-2B countermeasure dispensers

The 3M in-game

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The 3M would be a true end-line bomber. As the last Soviet bomber to feature all-around defenseive turret coverage, it would likely be the last of its kind. While the basic 3M was followed by the 3MN and 3MS, these were actually downgrades in terms of flight performance.

Gallery

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First public look at the M-4 at May Day 1954. Note the lack of trailing edge kinks on the first prototype here