In the GFRI, Mironov primarily did engineering and research.
He started as a flight test engineer just three days before the beginning of the Great Patriotic War.
During the war, he participated in the serial production of fighter planes, which included flight and ground testing (to eliminate quality defects in the aircraft's flying and fighting capabilities) conducted by the GFRI and aircraft manufacturers.

Post-war, Mironov developed methods for aerodynamic research using free-flying models, making a breakthrough in collecting in-flight data concerning wing profile pressure distribution at transonic speeds.
As a lead scientist, he organized the GFRI's flight research in aeroplanes' physical aerodynamics and associated environment effects, including the sonic boom impact of supersonic aeroplanes.

In 1968-1975, Mironov together with V. S. Grachev conducted flight studies of the aerodynamic characteristics of an experimental ogival delta wing designed for the then developing supersonic airliner Tupolev Tu-144.
These studies were conducted at the GFRI on one of the two specially created testbed aeroplanes MiG-21I (I - from the imitator).
The research flights were performed by Igor Volk, Oleg Gudkov and Vladislav Loychikov.

Mironov participated in the development and implementation of the Aircraft Testing Handbooks, a series of official guides for the flight and ground testing of military aircraft.
He played a major role in the USSR's communication with the International Civil Aviation Organization in the development of aircraft type certification and noise regulation, especially for supersonic transport aeroplanes.

As a member of investigation commissions, Mironov was closely involved in the investigation of aviation accidents, including the March 1968 MiG-15 training flight accident involving Yuri Gagarin and Vladimir Seryogin, the 1972 Il-62 airliner crash near Nerskoye Lake, and others.
Regarding the MiG-15 training flight accident, Mironov developed and publicly supported a scientifically-grounded position against numerous different explanations and conspiracies.

Mironov became the head of the GFRI's research division.
He then worked as a deputy to Victor Utkin, who was the institute's chief from 1969 to 1974.
Later, Mironov became his first deputy after veteran Max Taitz.
When Utkin died in 1981, Mironov became the institute's chief (1982), serving until Konstantin Vasilchenko was appointed in 1985.
From 1981 to 1985, Mironov was a head of the Aerophysical and Flight Research Department within the Aeromechanics and Flight Engineering Faculty of the Moscow Institute of Physics and Technology.

From 1996 to 2019, Mironov worked for the GFRI as a principal researcher in human factors and flight safety.
In the GFRI, Mironov primarily did engineering and research. He started as a flight test engineer just three days before the beginning of the Great Patriotic War. During the war, he participated in the serial production of fighter planes, which included flight and ground testing (to eliminate quality defects in the aircraft's flying and fighting capabilities) conducted by the GFRI and aircraft manufacturers.
Post-war, Mironov developed methods for aerodynamic research using free-flying models, making a breakthrough in collecting in-flight data concerning wing profile pressure distribution at transonic speeds. As a lead scientist, he organized the GFRI's flight research in aeroplanes' physical aerodynamics and associated environment effects, including the sonic boom impact of supersonic aeroplanes.
In 1968-1975, Mironov together with V. S. Grachev conducted flight studies of the aerodynamic characteristics of an experimental ogival delta wing designed for the then developing supersonic airliner Tupolev Tu-144. These studies were conducted at the GFRI on one of the two specially created testbed aeroplanes MiG-21I (I - from the imitator). The research flights were performed by Igor Volk, Oleg Gudkov and Vladislav Loychikov.
Mironov participated in the development and implementation of the Aircraft Testing Handbooks, a series of official guides for the flight and ground testing of military aircraft. He played a major role in the USSR's communication with the International Civil Aviation Organization in the development of aircraft type certification and noise regulation, especially for supersonic transport aeroplanes.
As a member of investigation commissions, Mironov was closely involved in the investigation of aviation accidents, including the March 1968 MiG-15 training flight accident involving Yuri Gagarin and Vladimir Seryogin, the 1972 Il-62 airliner crash near Nerskoye Lake, and others. Regarding the MiG-15 training flight accident, Mironov developed and publicly supported a scientifically-grounded position against numerous different explanations and conspiracies.
Mironov became the head of the GFRI's research division. He then worked as a deputy to Victor Utkin, who was the institute's chief from 1969 to 1974. Later, Mironov became his first deputy after veteran Max Taitz. When Utkin died in 1981, Mironov became the institute's chief (1982), serving until Konstantin Vasilchenko was appointed in 1985. From 1981 to 1985, Mironov was a head of the Aerophysical and Flight Research Department within the Aeromechanics and Flight Engineering Faculty of the Moscow Institute of Physics and Technology.
From 1996 to 2019, Mironov worked for the GFRI as a principal researcher in human factors and flight safety.
Arseny Mironov