This winged legend set dozens of altitude and flight speed records. The An-8 was created in the wake of the confrontation between the two superpowers, and therefore had to meet all the requirements of modern warfare.
This iron bird had to be created from scratch, which required theoretical and experimental research from a team that had no experience in constructing such “sky trucks.”
The history of the creation of the legendary aircraft, its flight characteristics, advantages, disadvantages, as well as many other aspects are discussed in this article.
History of creation
The need to create a modern transport and landing air vehicle for the Armed Forces of the USSR in the post-war years. In those years, the Soviet landing transport air fleet was equipped with 2 aircraft models, which were inferior in their technical characteristics to Western models. These are Il-12D and Li-2.
World experience, the history of military operations (the Korean War of 1950-1953) has proven the need to have an air cargo winged giant capable of rising from unprepared field airfields, covering enormous distances, having a fantastic payload capacity, and, most importantly, operating and continuing the fight even when one engine fails.
The American company Lockheed began developing the C-130 Hercules turboprop in the early 50s. Currently, it faithfully serves the American army and NATO countries.
The lag behind the Americans worried the USSR Ministry of Defense, so it was reported to the very top about the need to develop a fundamentally new airborne airborne truck in the history.
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participants of the Parade 06/24/1945 (53rd Guards Division)
Participants of the Victory Parade on June 24, 1945 in Moscow, 53rd Guards Add. (from left to right): 1st row: 1st Gubin P.F., 3rd Bychkov I.N., 4th Sleptsov S.P., 8th Kuznetsov L.B.; 2nd row: 4th Korunov I.M., 5th Chistyakov V.M., 7th Bodnar A.N., 8th Sevastyanov K.P., 9th Voevodov I.I.
05/04/2020 There are updates on the pages: “Documents and artifacts of the 117th electronic warfare unit” and in the links
Update for 194 Guards Vtap (1 Guards Apdd)
Update on 117 vtap (6 dbap)
On June 1, 2022, the Russian Military Transport Aviation celebrated the 88th anniversary of its creation.
The history of military transport aviation is inextricably linked with the development of domestic and foreign transport aviation. It has come a difficult path from separate transport aviation units of the 30s to the operational-strategic unification of the Supreme High Command at the present time.
In the period between the two world wars, the Soviet Union was the first in the world to create Airborne Forces, practicing the theory and practice of using airborne assault forces and aviation to deliver them deep behind enemy lines in major exercises and maneuvers. The airborne troops demonstrated high combat potential and effectiveness in major exercises, maneuvers, in local wars and conflicts of the pre-war period.
During these same years, the issues of transporting troops, military equipment and cargo by air under special conditions were simultaneously developing.
On August 2, 1930, at an exercise near Voronezh, on the initiative of the head of the air force of the spacecraft, commander of the 2nd rank Pyotr Ionovich Baranov, the landing of a group of flight technical personnel of the 11th air brigade of the Moscow Military Air Forces under the leadership and with the participation of senior pilot Leonid Grigorievich Minov was demonstrated for the first time.
In the Leningrad Military District, the first Experimental Airborne Detachment was formed, which marked the beginning of the development of a new type of our aviation - Military Transport Aviation. Based on the directive of the Red Army headquarters No. 1\013295, an experienced airborne detachment was created as part of a heavy bomber squadron of 12 TB-1 aircraft and a corps squadron of ten R-5 reconnaissance aircraft. Its commander was Evgeniy Dmitrievich Lukin. The date of completion of the formation of the detachment, June 1, 1931, was approved as the Day of the Creation of Military Transport Aviation.
In fact, military transport aviation was formed after the Great Patriotic War from bomber aviation regiments of Long-Range Aviation, first as part of the airborne transport aviation of the Airborne Forces (1946) and in 1955 of the last century as an independent structure - the Military Transport Aviation of the USSR Air Force.
Initially, the airborne landing was the main combat mission for military transport aviation; at the same time, issues of transporting troops, military equipment and cargo by air under special conditions were simultaneously worked out. BTA has repeatedly proven its significant role in eliminating the consequences of environmental and man-made disasters.
Difficulty in implementing the task
The command was impressed by the capabilities of the American turboprop C-130. After the war, the main emphasis of Soviet aircraft manufacturing was on the development of bombers and fighters. Now, aircraft designers were given a specific task: to eliminate the backlog in the field of cargo transportation in the shortest possible time.
The new brainchild had to meet the following requirements:
- takeoff (landing) is carried out from the ground, strips of limited length;
- ability to fly at any time of the day in difficult weather conditions;
- the iron bird must be equipped with a large cargo compartment, a wide cargo hatch in the tail, and a convenient loading ramp.
Antonov's design bureau proposed the most optimal option for solving all the necessary problems. He was given the green light.
History of the development of the An-148 passenger aircraft
Photo of the An-148 in the air
Development of the An-148 began in the first half of the 1990s. The need for a new aircraft was driven by market research. The emphasis was on transporting a small number of passengers over long distances.
The use of the Tu-134 was taken as the basis. Analysts considered its capacity sufficient, however, they proposed increasing the flight range. In addition, it was proposed to make the new airliner lighter, which would have a positive effect on cost.
Additional changes concerned the lengthening of the fuselage and amendments to the design of the wings. Already during the design process, it was decided to create a whole line of modifications. Their use is focused on narrow-profile tasks and special purposes. At the same time, the development of modifications was guided by the wishes of airlines in the post-Soviet region.
Suppliers from 15 countries, including the USA, Russia, and France, were involved in the development of the new airliner. The first test flight of the An-148 took place in December 2004. In 2007, the aircraft was certified. In the same year, a test flight was carried out with landing on a dirt road.
According to estimates for 2012, the Antonov 148 aircraft and its modifications will remain in demand until 2026. During this period, production of about 500 aircraft is expected. However, given the difficult economic situation in Ukraine, such prospects have not yet been confirmed.
The personality of the great aircraft designer Antonov
Born on February 7, 1906 in a family of hereditary engineers. Since childhood, he knew which element he wanted to conquer. The family did not support the young man’s hobbies, not considering it a serious occupation for a man, the breadwinner of the family. The future famous aircraft designer persisted in his desire.
Studying at the Saratov Real School allowed me not only to master the French language well, but also to found the “Aviation Lovers Club” within the walls of this educational institution.
The First World War broke out and my mother went to work as a nurse in a hospital. While dressing the wounded, she injured her arm and contracted an infection from which she died.
Now the grandmother replaced the young man’s mother: she supported her grandson in his desire to become a legend of the Russian flight school. The teenager had plenty of perseverance and natural ingenuity.
One striking episode from the biography is indicative. It best illustrates character, perseverance in achieving a goal, and the ability to endure all obstacles along the way. The Saratov real school was closed.
Oleg, at the age of 14, faced a rather difficult choice. On the one hand, it was necessary to study in order to fulfill their dreams, and on the other hand, they were accepted into a unified school only from the age of 16.
Wait two whole years? No. A young man comes to class, sitting at the last desk. His ardor and persistence did their job: he receives a certificate of completion from a unified school.
Antonov was not destined to become a pilot, but he remained faithful to aviation, achieving a number of successes, having a new dream, aircraft construction. At the time of receiving an important state defense order, the promising engineer had already worked as the deputy of another legendary designer, Alexander Sergeevich Yakovlev.
In addition, he created the An-2, which has proven itself well, but the achievement of the most interesting and difficult goal was ahead of Oleg Konstantinovich’s team.
An-148 operating companies
The An 148 100 aircraft is considered a narrow-profile airliner and has not received widespread worldwide distribution. It is produced in Ukraine, and until the beginning of 2022 it was also produced in Russia (Voronezh) under a Ukrainian license. However, with a decrease in orders among Russian air carriers, production costs exceeded profits.
Operating companies are represented by the following list:
- UIA;
- Russia;
- Air Koryo;
- Angara;
- Flight;
- Ministry of Defense of the Russian Federation;
- FSB of Russia;
- SLO "Russia";
- Ministry of Defense of Ukraine;
- Cubana;
- Russian Emergency Situations Ministry;
- Syrian Arab Airlines.
As of 2022, according to Wikipedia, there are three active operators of the An-148 - the DPRK (2 aircraft in the hangar), Ukraine (one aircraft) and Russia (27 aircraft). Given the latest incidents, the number of aircraft in use in Russia may decrease in the near future.
Author of the article:
Parpurin Vadim
Difficulties of the first steps
Despite the fact that the Kiev aircraft plant No. 473 allocated a workshop for assembling a prototype, there were two main problems that could fail this ambitious project. The first problem is staff shortage.
The team had no experience in designing such machines. The second significant problem is the lack of necessary production capacity.
The issue with personnel was resolved positively: the necessary specialists were transferred from all corners of the Union. In addition, the Kharkov Aviation Institute sent its graduates, who quickly got up to speed.
The new development was assigned a code (“product P”). A series of approvals, negotiations, and requests began with other leading design bureaus in the country. We were interested in the drawings of the Tu-16, Il-28.
Bartini Robert Ludvigovich kindly handed over the floor drawings. Thanks to the idea of passing special beams through the frames, the aircraft received a light but very strong floor - which significantly reduced design and production time.
Bearing in mind the special wishes of the Ministry of Defense that the bird should have a large cargo hatch (length 7.4 m, width 2.95 m), the team approached this problem creatively and on a grand scale. At the initial stage, Shakhtuni E.A. introduced a method for calculating strength, and then created a model that reflected everything down to the last rivet.
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11 TEBPYUK KERVKHYH-HYAOSHRYUREKH kxx CHAINS YANBERYAYNTSN YANCHGYU y.kh. aEPMKHYNB (YNLYUMDHP) X b.o. BYUYAHM (BRNPNI OKKNR) BOEPBSHE ONDMYKKH YuM-8 B BNGDSU. b YANYARYUB SHYKHOYUFYU BUNDHKH: LRSPLUM o.jNMDPYUREEB, ANPRPYUDHYAR vHFKHYNB, ANPRKHMFEMEP h.l. lNPNGNB X BEDSYKHI HMFEMEP eBDNYHLNB. bGKEREB I YUSCHPNNDPNLYu yaBRNHMN*, YAYULNKER, MEYALNRP MU BNGMKHYKHE MEONKYUDYKH B YAHYARELE SOPIUBKEMKH GUIPSHKYULKH, OPEKEREK B ANPHYAONKE, TsDE SFE MU YAKEDSCHIKHI DEME MYVYU KHYAE ETSN GYUBNDYAYKHE HYAOSHRYUMKH. LYUHMY HYAOSHRSHBUKYUYAE RUYFE B YHEBYAINL YUSCHPNONPRS “fSKIMSH” X khkh.
BEDSYHLH KERVKHYULH MU SHRNL SHRYUOE ASHKH: ъ.х. aEPMKHYNB, ts.kh. KSHYAYEMYN X b.w. ySPKHM. oPHLEVYUREKEMN, VRN RNTsDU FE YANYARNKYUYAE H OEPBYU OSAKHVMYU DELNMYARPUZHH YYULNKERYU - 18 YUBTSSYARYU NOSHRMSHY UM-8 OPKHMJK SVYUYARKHE B BNGDSMNL OYUPYUDE MYUD r SKHMN YANBLEYARMN I DPSTSNI MNBKHMYNI YANBERYAYNI YUBKHUREUMKHYH RS-104. 2 NYRЪAP GUYNMVHKHYAE GYUBNDYAYHE HYAOSHRYUMH "BNYAELEPYH", KH LYUHMY ASHKYU OPEDYUMYU B tsymkhh bbya MU TSNYASDYUPYARBEMMSHE HYAOSHRYUMHYE, YNRNPSHE GYUBEPHKHKYAE 27 MNYAP 1956 Ts.
b UNDE HYAOSHRYUMKHI UM-8 ASHKH BSHUBKEMSH MESDNBKERBNHPHREKEMSH LRNONPMSHE UYUPYUREPKHYARKHYKH, MEDNYARYURNVMYU OSREBYU SYARNIVKHBNYARE, bHLLH OPEDMEI NONPSH YUYAYAH KH P Kommersant DPSTSKHU DETEYRNB. oPNAKELYURHVMSHL NYUGYUKNYAE X HYAONKEGNBYUMKHE MU YAYULNKERE rb-2r. dBHTSUREKEMYU SYARYUMNBYU HLEKYU MEMYUDEFMSHI GYUOSYAY, MESYARNIVHBN PUANRYUKYU MU ANKEHU BSHIANRYUU H NAKYUDUKYU LYUKSHL PEYASPIANL (VEPEG 5-10 VYYANB PUANRSH OPNTsNPYUKH KNOYURYKH RSPAKHMSH). ShYYAOEPHLEMRYUKEMSHE REUMHVEYAYHE PEYEMKH, GYUKNFEMMSHE B YNMYARPSYZHCH SCHRNTSN DBKHTSUREK, ME ONGBNKKKH SYARPYUMKHRE SYUGYUMMSHE MEDNYURYURYKH. b YAKNFKHBEIYA YAHRSYUZHKH xBVEMYN OPEDKNFKHK GYULEMKHRE rb-2r TNPYAKHPPNBUMMSHL BYUPKHYUMRNL yukh-20 (BGKERMYU LMNNYARE 4000 Shch.K.Ya.). HYAYAKEDNBYUB PUANRS SHRNTSN DBKHTSUREK MU ONBSHYEMMSHU PEFKHLYUU, NYA-478 GYUBHKN N BNGLNFMNYARKH YANGDYUMKH ETSN LNDKHTHYUZHKH yuh-20d YAN BGKERMNI LNYMNYARECH 5500 SCH.K.Y. 4 YOOPEK BSHUNDHHR ONYARYUMNBKEMKHE YAL AYAYAP No. 373-184, OPEDOKHYASHBUCHYEE SYARPUMKHRE MU NOSHRMNL YAYULNKERE NAMYUPSFEMSHE MEDNYARYURYKH SYARYUMNBKHRE DBKHTSUREKE yuh-20d, ONYAKE VETSN GYUOSYARKHRE yuM-8 B YAEPKHIMNE OPNHG BNDYARBN MU RUYEMRYAINL YUBHYUGUBNDE.
b REVEMHE ONKSTSNDYu NOSHRMSC LYUHMS LNDKHTHZHHPNBUKH, B VYUYARMNYARKH, SBEKHVHKH OKNYYUDE TNPYHKK X SYARYUMNBHKH MU TCHGEKFE OPNRKHBNRNONPMSHE KHMREPZHEORNPSH, NYAMYUARKHKH MNBSHHLH, YASYYARBEMMN ANKEE KETSYHLH DBKHTSUREKILH. ONYAKE DNPUANRNNY LYUYAYU OSYARNTSN YAYULNKERYU SLEMEHKYUYAE MU 3 R. b KHCHME 1957 Ts. ya MYUVYUKN OEPEDYUVS VEPREFEY yuM-8 MU YAEPHIMSHI GYUBND.
lNDKHTHZHHPNBUMMYU "BNYAELEPYU" BGKEREKYU 30 NYRUP 1957 Ts. ryuy, b NDMNL khg onkernb khg-gyu OPNNBHBIEIYA OPENLOEMYUZHHH PSK MUOPYUBKEMKH BNGMHYKYU YPHRHVEYYU YAHRSYUZHH, K RNKEIN LYuYAREPYARBN SHYHOYUFYU tsimkhkh bbya YaO YUYAKN NOSHRMSC LYUHMS. MN NYAMNBMYU OPHVKHMYU GYUDEPFYKH -DNBNDIYU yuh-20d. MEYALNRP MU ANKENI NAZEL OPNBEDEMMSHU YAREMDNBSH KERMSHU HYAOSHRYUMKHI SCHRNTSN DBKHTSUREK, ONKSVKHRE GYUBKEMMSCH LNYNNYARE ME SDUBUKNYAE. ndmuyn ryuyemryaihi YUBHYUGYUBND SFE GYUBEPYUK ONYARPNIYS OEPBSH BNYAELH YAEPHIMSHU SHYGELOKPNB. ONSHRNLS ASHKN OPKHMIRN YANBLEYARMNE luo Khbbya PEYEMKHE N OEPEDYUVE B SHYYAOXYURYUZHCH yuM-8 I NTSPYUMHVEMHEL LNYNYARKH DBKHTSYUREK DN 5180 SHCH.K.YA. bGKERMSCH LYUYAYAS YAYULNKERYU NTsPYUMHVHKH BEKHVKHMNI 38 R (OPNRHB 42 R DK LYUKHMSH Ya rb-2r). b YNMZHE 1958 Ts. GYUBNDYAYNI SCHYHOYUF (m.ya.tsYUBPHZHYKHI, ts.d.fDYUMNB, ch.l.YaNPNYKHM, y.m.lQYNB) ONDMJK B BNGDSU OEPBSHI YAYULNKER YAEPKHIMNI ONYARPNIIKH (GYUB. No. 8 340101). nR NOSHRMNI SHCHRYU LYUKHMYU NRKHVYUKYUYAE DNPUANRYNI PUDU YAHYAREL: SOPYUBKEMKH YUYAYAKH, DPEMYUFYU RNKOKHBMSHU AYUNB, BSHIANRMNI, OPNRKHBNNAKEDEMHREKEMNI. yPNLE SCHRNTSN, MU MEI OPNHGBEKH SYAKHKEMKHE ANPRNB TCHGEKFYU B GNME BHMRNB X NTsPYUMHVHKH STSKSH NRYKNMEMKH pm.
YaEPKHIMSHI YuM-8 (GYUB. No. 9340304) ASHK OEPEDYUM MU TSNYAHYAOSHRYUMKH B KHCHME 1959 Ts. NKER yuM-8 OH YNMYARPSYZHKH OPHMZHHOKHYUKEMN NRKHVYUKYA NR BSHOSYAYUBETSNNYA RULE PUMEE xK-14. b UNDE GYUOSYAYU "BNYAELEPYKH" OPKHKNYAE NYABYUKHBURE MNBSH REUOPNZHEYAYASH: RYULONBYKH YNBYKH YPSOMNTSUAYUPHRMSHU DERYUKEY, OPEYANBYUMKH DKKHMMNLEPMSHU OPNTKHKEY, UH LTPEGEPNBYUMH NAKHBNY, KhGTSNRNBKEMKH PEKEYANB X YUPERNY GYUPSHKYNB, YABYUPMNTSN YUPYYUYU TNMYUP YYUAKHMSH OKHKNRNB X DP. b LYUE 1957 Ts. YANGDUKH YAOEZHYUKEMSHI ZHEU DK KHGTSNRNBKEMKH YPSOMNTSUAYUPHRMSHU KH DKHMMNLEPMSHU DERYUKEY. pYuYaHPHKH X OPNHGBNDYARBEMMSHE ONLEYEMH YAANPNVMSHU ZHEUNB MU REPPHRNPHH "a".
oPHYUGNL cuyur NR 29 KhChK 1959 Ts. NBYAINTSN ya. xG yHEBYU B RYUYEMR OPHASHKH: b.t.epNHM (MYUVYUKEMHY THKHYUKYU), b.yu.aEYAYANMNB, b.yu.oPHBYUKKHUKHM, b.m.oPHUNDEIN, a.m.yEKYSMNB, b.r.vLHKE X DPSTSKHE. BYAYNPE VHYAKEMMNYARE RYYEMRYAINTSN THKHYUKYU tsyanya-473 DNYARHTSKYU 150 VEKNBEY.
th YNMZhS 1958 Ts. GYUBND BSHDYUK 10 YAEPHIMSHU YuM-8. b ONYAKEDSCHYKHE TsNDSH OPNKHGBNDYARBN YAYULNKERYU UKN MYUPYYARYUCHYHLH RELOYULH, RYUY, B 1960 Ts. ASHKN ONYARPNEMN SFE 75 LYUHM. NAYKHI BSHOSYAY "BNYAELEPNY" GYU VERSHPE TSNDU YAEPKHIMNTSN OPNKHGBNDYARBU (1958 - 1961 CC.) YANYARYUBHK 151 SHYGELOKP.
LYUKHMYUL ONYARPNIYKH 1958-59 CC. OPKHYABYUKHBYUKKHYAE YEPKHIMSHE MNLEPYU, YANYARNYKHE KH YAELH ZhKhTP. oEPBYU ZHTPYU (8 ХКХ 9) SYUGSHBUKYU MU TsND BSHOSYAYU, ONYAKEDSCHYKHE RPH OYUPSH ZHTP, YANNRBERYARBEMMN, NANGMYUVYUKH MNLEP OPEDOPHЪRHЪ-KhGTSNRNBHREK (DKЪ RUYEMRYA YNTsN YUBHYUGYUBNDYU - 34), MNLEP YAEPHH X MNLEP YAYULNKERYU B YAEPHH. th OPHLEPS, NDMYU HG LYUHM, BSHOSYEMMSHU B 1959 Ts., HLEKYU MNLEP 9340204. i 1960 Ts. YAYULNKERSH ONKSVYUCHR ASYBEMMN-ZHTPNBSHE YAEPHIMSHE MNLEPYU: GYU OEPBNI ZHKHTPNI (n HKH 1), SYUGSHBUCHYYI MU TsND ONYARPNIIKH, YAKEDNBYUKYU NANGMYUVYUCHYYYAEPKHCH ASYBU (NR yu DN f - DKЪ LYUHM 1960TS. RUINE KHGLEMEMKHE MSLEPUZHKHH UM-8 ASHKN NASYAKNBKEMN REL, VRN GYUBND B RN BPEL SFE PUGBNPYUVKHBYUK OPNKHGBNDYARBN yum-12, YNRNPSHL OPHYABYUKHBYUKHYAE ZHTPNBSHE YEPKHIMSHE MN LEPYU.
i 1959 Ts. EIINBN xBYUMNBAYNI NAK. b 1961 C. LYUHMS ONKSVHKH EY DBYU ONKYU: B yPEVEBKHJUU OND mNBTSNPNDNL KH B gYUBHRKHMYAYE OND VHRNI.
NYABNEMKHE YuM-8 B YARPNEBSHU VYUYARU OPNUNDKHKN MEOPNYARN. gyu OEPBSHE RPH TsNDYu SHYYAOXYURYUZHH ASHKN ONREPIMN ORRE YAYULNKERNB SCHRNTSN RHOYU. RYUY, 14 NYRAP 1959 Ts. OPH GYUNDE MU ONYUDYS OND RSKNI ONREPOEKYU YURYUYARPNTS LYUHMY No. 8340205. oPHVHMYU -NYHAYU B OKHKNRKHPNBYUMHH. REL ME LEMEE, PEYU GYUDYUVH bru, "BNYAELEPYU" PUYAYPSHBUKYU H YABNH ONKNFHREKEMSHE YUVEYARBU. th OPHLEPS, B MNYAPE 1959 Ts. OPH RPYUMYAONPRHPNBYE BNEMMSHU TsPSGNB I PYYAYHYAHU YUSCHPNDPNLNB aEKNPSYAYAHH ASHKYU OPNDELNMYARPHPNBYUM "BEGDEUNDMNYARE" SCHRNTSN YAYULNKERYU. dK KERMNTSN X MUGELMNTSN YANYARYUBYU LYUHMY ASHKYU "FEKYUMMMNI" X GYU 100 TO YAOKHPRYU, HYAONKEGSELSH B OPNRKHBNNAKEDEMHREKEMNI YAHYARELE BNGDSMSHU BKHMRNB.
b OPNZHEYAYAYE SCHYAOXYURYUZHHH “BNYAELEPYKH” DNPYUAYURSHBUKHYAE. dK ONBSHYEMKH YUBRNMNLMNYARKH YAYULNKERYU B KEBNL NAREYUREK YUYAYAKH ASHK SYARYUMNBKEM RSPANYUTSPETSYUR rts-16. DELNMRKHPNBUKH OPNRKHBNRNONPMSHE TCHGEKFMSHE KHMREPZHEORNPSH, R.Y. SHTTEIRKHBMNYARE HU NYUGYUKYUYAE MEBSHYANNI. nAHBYS ANPRNB B GNME BNGDSMSHU BHMRNB DNONKMHREKEMN SYAHKHKH BMEMHLH MYYKYUDYULH. schRKH GULERMN BSHDEKCHYKHEYA LERYUKKKHVEYAYKHE ONKNYAYKH YARYUKH “BKHGHRMNI YUPRNVYNI” LYUKHMSH.
MUHANKEE LYUYAYANBNE OPHLEMEMKHE YUM-8 YANYARNKNYAE B 1962 Ts. BAYNTSN DNTSNBNPU. th 1970 C. 80 HG ONYARSOKHBKHU B SHYYAOXYURYUZHCH "BNYAELEPNY" ASHKN SFE YAOKHYUMN. NYARYUBKHEYA MYUVYUKH OPEDYUBURE B blt, obn X RPYUMYAONPRMSHE ONDPYUGDEKEMKH PUDU LHMKHYAREPIARB (lyuo, qiu, lpo). YaYULNKERSH HYAONKEGNBUKKHYAE YUBHYUGYUBNDYULH mNBNYAHAHPYAYU, nLYAYU, ySIASHYEBYU, hPYSRYAYU, yNLNLNKEYAYU-MU-YULSPE, yPYAEMEEBYU X sKEYMNBYAYU. MAINRNPSHE XG MKHU KERYUKH EYE 20 KER.
TsPYUFDUMYAYU SCHYAOXYURYUZHKH YuM-8 RUYFE OPNHYAUNDHKYU ME AEG OPNHYAYAYARBKHI. 10/11/90 Ts. nb3420, OPKHMYUDKEFYUBIEI mNBNYAHAKHPAYNLS YUBHYUOPNHGBNDYARBEMMNLS NAZEDHMEMHCH HL. b.o.vYUKNBU. ONKTSNDYU YAOSYAR, 05/16/91 Ts., MU ONYYUDYE B hPYSRYAYE PUGAKHKYAYULNKER No. 133430 HG YNLYANLNKEYAYU-MU-YULSPE. xG-GYU NHAIKH OHKNRKHPNBYUMKH OPNKHGNYKN YARNKYMNBEMHE I GELKEY OPH YPEME 70″. ONTSHAKH DBYU VEKNBEYU. ONYAKEDM YYURYUYARPNTY YAKSVHKYUYAE 30 YaEMRAP 1994 Ts. YuM-8 No. nu3460 YUPYAEMEEBYAYNTSN YUBKHYUOPEDOPKHYRKH "oPNTSPEYAYA" SOYUK ONYAKE BGKERYU, ONUNNPNMHB 7 VEKNBEY KHG 21, MYUNDHBIETSNYA MU ANPRS. oPHVHMY YURYUYARPNTSH - BGKER I GYUYARNONPEMMSHLH PSKLH.
th MUYARNYYELS BPELEMH ONVRKH BYAE YuM-8 YAOKHYUMSH. YULNKER No. 9340504, NYNMVKHBKHI YABNCH YAKSFAS B obn gyuYYUBYUGYAYNTsN bn, ASHK OEPEDIUM B LSGEY bbya B lNMHMN. NDHM YuM-8 YARNHR MU YUKKEE rPSDNBNI YAKYUBSH ruon HL b.o.vYUKNBU. oPNDNKFUCHR SHYYAOXYURKHPNBUREYA 5 “BNYAELEPNY”. nMH OPKHMYUDKEFYUR PNYAYAKHIYAYHL YNLEPVEYAYHL YUBKHYYNLOYUMKHL KH KERYUCHR B YARPIUMYU AKKHFMETSN bNYARNYU. hYaONKEGNBURE YuM-8 MYUD REPPHRNPKHEI YAYULNI PNYAYAHH GYOOPEYEMN. SCHOHGNDHVEYAYH SHCHRKH YAYULNKERSH ASHBUCHR B YHEBE, OPHKERYU DK OPNDKEMKH PEYASPIYU MU YUMRY HL. n.y.yuMRNMNBU. mu AYUGE yuM-8 ASHKKH ONYARPNEMSH DBE NOSHRMSHE LYUHMSH KH PYUGPYUANRYUMN MEYAYNKEIN KHMREPEYAMSHU MEPEYUKHGNBUMMSHU OPNEIRNB.
b 1959 C. NDMS KH YAEPHIMSHU “BNYAELEPNY” OEPENANPSDNBUKH B BYUPHYUMR RNOKHBNBNGYU. schRNR YAYULNKER, ONKSVKHBHI NANGMYUVEMHE yuM-8r, ONGBNKK RPYUMYAONPRKHPPNBURE BYAE BHDSH YUBRNLNAHKEMSHU, YUBKHYUZHNMMSHU KH PUYERMSHU RNOXB. b GYUBKHYAHLNYARH NR GYUDYUVH TsPSGNBYUYUAHMYU NANPSDNBYUKYUYAE DBSL ZHYAREPMYULH (OH 5300 K) DKЪ METREOPNDSYRNB KHAN YAOEZHELINYARECH (NAZEL - 5000 K, BEYA APSRRN - 8000 Y C) DKЪ NYHYAKHREKEY MU NYAMNBE YUGNRMNI YHYAKNRSH, KHAN PEGEPBSYUPNL (BEYA APSRRN -11000 YTS) DKЪ FKhDYNTSN YHYAKNPNDYU. MENAUNDHLNYARE NAEYAOEVEMKH ONFYUPNAEGNOYUMNYARKH GYUYKHRSH YNMYARPSYZHKH NR YUTSPEYAYAKHBMNTSN BNGDEIARBKH OYUPNB NYHYAKHREKEY ONRPEANBYUKYU OPNBEdemKH YAOEZHHYUKEMSHU LEPNOPHYRKHI. TsPSGNBSCH YUAHMS NANPSDNBYUKH YAKHYARELNI ONFYUPNRSYEMKH. rNOKKHBMSHE ELINYARKH NTsPYUDKHKH YAOEZHHYUKEMSHL YNFSUNL. YaBNANDMNE OPNYARPYUMYARBN LEFDS ELINYARLKH YNFSUNL OPEDSYALYURPHBYUKNYAE OPNDSBURE NPTsYUMKHGNBUMMSHL ONRNNYNL BNGDSUYU. ndMUYN BYAE OPNAKELSH ONFYUPNNYUMNYARKH KH RNYYAKHVMNYARKH ME ASHKKH PEYEMSH, ONSHRNLS UM-8r RYU KH NYARYUKYA B EDKHMYARBEMMNL SHYGELOKPE.
dPSTSYU NOSHRMYU LYUKHMYU yuM-8ps OPEDYARYUBKYU YANANI YAEPHIMSHI YAYULNKER No. 133470, B UBNYARNBNI VYUYARKH YNRNPNTsN SYARYUMNBHKH DBYU ONPNUNBSHU SYAYNPHREK yaopd-159 RCNI ON 4300 YTSYA YUFDSH. dNPYUANRYU ASHKYU BSHONKMEMU B 1963 Ts. ZHEKE - ONBSHYAHRE BGKERMSCH LYUYAYAS YYULNKERYU DN 42 R I YANUPYUMEMHEL ETSN YAYNPNONDZELMNYARKH OPH BGKERE I NDMHL NRYUGYUBKHL DBHTSUREKEL. LYUHMY OPNKYU YANBLEYARMSHE bbya X tsyur TSNYASDYUPYARBEMMSHE HYAOSHRYUMH. ndMUYN 16 YAEMRAP 1964 Ts. B 16 V 45 LHM MU YUSCHPNDPNLE TsNYARNLEKE OPH BGKERE I KHLKHRYUZHHEI NRYUGYU DBKHTSUREK YuM-8ps ONREPOEK YURYUYARPNTS.
VEPEG 20 I ONYAKE MYUVYUKYU BGKERYU MU YAYNPNYARKH 220 YL/V ASHKH BYKCHVEMSH NAYU SYAYNPHREK, YU EYE VEPEG 6 YAYEY NRYKCHVEM KEBSHI DBKHTSUREKE. ndMUYN BNGDSMSHI BHMR, OEPEEDKHI MU PEFHL YUBRNPNRYUZHKH, YUBRNLYURKHVEYAYKH ME GYUTKCHTSKHPNBUKYA. schYHOYUF ME YALNTS PSKLKH OYUPHPNBYURE OPNTsPEYAHPSCHYHE YPEM KH YAYNKEFEMKHE. mu SDYUKEMXX 1850 L NR LEYARYU YARYUPRYU YAYULNKER I KEBSHL YPEMNL 70-80 YARNKYMSKYA I GELKEY X BGNPBUKYA. oNTsKHAKH BYAE VKEMSH SHCHYHOYUFYU: y.t.lKHRPNMHM (YNLYUMDHP), y.l.zhSHTSYUMYNB (BRNPNI OHKNR), b.m.onONB (LRSPLUM-HYAOSHRYUREKE), o.y.leKEMHVEMYN (ANPRPYUDHYAR), m.yu. oERPUYEMYN (ANPRLEUUMHY), a.k.YAYKЪPYAYKHI (HMFEMEP-SHYAOEPHLEMRYURNP), ts.ya.yYUPOHMYAYKHI (HMFEMEP-SHYAOEPHLEMRYURNP). ShRN ASHKYU OEPBYU YURYUYARPNTY Bnya. pYUANRSH ON YuM-8ps ME BNGNAMNBKKKHYAE.
yaPEDH MEPEYUKKHGNBUMMSHU OPNEIRNB B MYUKHANKEYEI YAREOEMKH ASHK OPNPYUANRYUM OYUYAYUFHPYAYKHI BYUPKHYUMR YAYULNKERYU, BREAD NANGMYUVEMHE “m”. schryu LYUHMY PUGPYUAYURSHBUKYUYAE NDMNBPELEMMN I AYUGNBSHL RPYUMYAONPRMN-DEYUMRMSHL YAYULNKERNL "o" YANTSKYUYAMN REL FE ONYARYUMNBKCHYHL DAYSLEMRYUL. YaYULNKERSH NRKHVYUKHYAE RNKEIN YNMYARPSYZHHEI TCHGEKFYU: OYUYAYUFHPYAYHI BYUPKHYUMR KHLEK SDKHMEMMSHI TSEPLERKHVMSHI TCHGEKKF YPSTSKNTSN ONOEPEEVMNTSN YEVEMHЪ, B YNRNPNL P YUGLEYYUKHYAE 57 OYYAYUFKHPNB HKKH 30-46 - B SYAKNBKHYU ONBSHYEMNTSN YNLTNPRYU. oPHLEVYUREKEMN, VRN YPEYAKYU B YAYUKNME SYARYUMYUBKHBYUKKHYAE YAOKHMYULH BOEPED, VRN ONBSHYUKN AEGNOYUYAMNYARE OYYAYUFHPNB BN BPEL YUBYUPKHIMNI ONYAYUDYKH.
oPEDSYALYURPHBYUKYUYAE BNGLNFMNYARE OEPENANPSDNBYUMH SCHRNTSN YYULNKERYU B RPYUMYAONPRMSHI I LYUYAHLYUKEMNI TsPSGNONDZELMNYARECH 7700 YTS. ONSCHRNLS B UBNYARNBNI VYUYARKH TCHGEKFYU HLEKYA TsPSGNKCHY, HYAONKEGSELSHI B OYYAYUFKHPYAYNL BYUPKHUMRE DK GYUTSPSGYKH AYUTSYUFYU.
ON PUYAVERYUL YYULNKER “m” KHLEK YAKEDSCHYHE NYAMNBMSHE KRU: LYUYAKHLYUKEMYYAYNPNYARE 650-700 YL/V; DUKEMNYARE ONKERU (I MYUTSPSGYNI 4 R) 3500 YL; ONRNNY 9000-11000 L; DKKHMYU PYUGAETSIU/OPNAETSIU 650 L; LYUYAKHLYUKEMYU BGKERMYU LYUYAYU 39 RUR
pYUANRSH ON LYUHME ASHKH OPEYPYYEMSH MY YARYUDHH MYURSPMNTSN LUYERYU. nOPEDEKEMMSCH PNKE B ShchRNL YASHTSPYUK m.ya.upsyeb, B RN BPEL OEPBSHI YAYPERYUPE zhy yoyaya, YNRNPSHY, NGMYUNLHBHYAE KERNL 1955 Ts. I LUYERNL KhGDEKKH "m", BSHYAYUGYUK ONFEKYUMKHE PUGPYUANRYURE DK ANKEYEI AEGNOYUYAMNYARH 4-DBHTSYUREKEMSHI OYYAYUFHPYAYHI YAYULNKER.
b OEPKHNDE 1959 ON 1964 CC. PYUGPYUANRYUMSH B NAZELE SHYAYHGMNTSN OPNEIRYU YAKEDSCHYHE LNDHTHYUZHHH yuM-8: OPNRRHBNKNDNVMSHI (yuM-8l), SVEAAMN-URSPLYUMYAYKHI (yuM-8b) X ONKHYAINBN-YAOYUYUREKEMSHI (yuM-8o i).
YuM-8l PYUGPYUAYURSHBUKYA ON ONYARYUMNBKEMKHCH yal yayap NR 20 KhChM 1958 Ts.
YaYULNKER OPEDMYUGMYUVYUKYA DK ONKHYAYU, NAMYUPSFEMH KH SMHVRNFEMKH ONDBNDMSHU KNDNY. I SCHRNI ZHEKECH YuM-8l DNAFEM ASHK ASHRE NYAMYUYEM YAOEZHYUKEMNI YOOOYUPYURSPNI KH BNNPSFEM TsKSAHMMSHLH ANLAYULH, DK YAPNYAYU YNRNPSHU OPEDSYALYURPHBYUKHYAE ANL-ANKCHYH B TsPSGNBNL ONKS . b SCHYHOYUF YAYULNKERYU BBNDHKYA NOYUPYURNP, NAYAKSFKHBUCHYKHI ONKHYAINBSCH YOOYUPYURSPS.
pYUANRSH ON yuM-8b OPNBNDHKHYAE YANTSKYUYAMN onYARYUMNBKEMKHCH yal yayap NR 18 LYUPRYU 1959 Ts. yuM-8b — YAYULNKER DK TSPSOONBNTsN NASVEMKH YAYULNKERNBNFDEMKHCH YSPYUMRNB X URSPLYU MAYNI RPEMKHPNBYKH KERMNTSN YANYARYUBYU B YARPNEBSHU VYUYARU. b TsPSGNBNL NRYAYE OKYUMKHPNBUKNYAE PYUGLEYARHRE 18 DNONKMHREKEMSHU PYUANVKHU LEYAR: 16 HG YNRNPSHU - DK NASVYUELSHU, Yu 2 - DK LRSPLYUMNB-KHMYARPSYRNPNB.
YuM-8oya, OPNEIRKHPPNBYUMKHE YNRNPNTSN OPNBNDHKNYAE B YANNRBERYARBKHH I ONYARYUMNBKEMKHEL yal yayap NR 31 KhChK 1959 Ts., OPEDMYUGMYUVYUKYA DK NAMYUPSFEMKH X NYUGYUMKH ONLNYKH KCHDL, REPOYKHL AEDYARBHE MU LNPE HKKH B RPSDMNDNYARSOMNI LEYARMNYARKH. b PYUGKHVMSHU BYUPKHYUMRYU YAYULNKER LNTs NYUGYURE ONLNYE NR 240 DN 675 ONYARPYUDYUBKHL. PEEMKHE SHRNI GYUDYUVH OPEDONKYUTSYUKNYAE NYASYYARBKRE OSREL OYUPYUCHRMNTSN DEYYUMRKHPNBYUMH YAOYUYUREKEMSHU YNLYUMD, OKYUBYAPEDYARB, OPNDNBNKEYARBKH, LEDHYULEMRNB X R.D.
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| lNDHTHYUZHH | YuM-8 |
| pYUGLUU YPSHKYU, L | 37.00 |
| dKKHMYU YAYULNKERYU,L | 30.74 |
| bSHYANRYU, L | 10.05 |
| OKNYYUDE YPSHKYU, L2 | 117.2 |
| I love it, JC | |
| OSYARNTSN YYULNKERYU | 24300 |
| MNPLYUKEMYU BGKERMYU | 38000 |
| LYUYAHLYUKEMYU BGKERMYU | 41000 |
| RHO DBKHTSUREK | 2 rbd yukh-20d |
| LNIMNYARE, YbR | 2 U 5180 |
| LYUYAKHLYUKEMYU YAYNPNYARE, YL/V | 520 |
| yPEIYEPYAYU YAYNPNYARE, YL/V | 450 |
| oEPETSNMNVMYU DUKEMNYARE, YL | 4400 |
| oPUYRHVEYAYU DUKEMNYARE, YL | 3400 |
| dYUKEMNYARE I LYUYAHLYUKEMNI MYUTSPSGYNI, YL | 859 |
| oPUYIRKHVEYAYKHI ONRNNKNY, L | 9600 |
| ShYKHOYUF, VEK | 6 |
| ONKEGMYU MYUTSPSGYU: | 60 YANKDYUR KHKH 40 DEYUMRMKHYNB KHKH 11000 YTS TsPSGYU |
| bNNPSPHEMHE (NOZHNMYUKEMN): | DBE 23-LL OSYH Yul-23 |
| bottom. KhMTNPLYUZHKH: |
| VEPREF "yuMRNMNB yuM-8" tNRNTsPYUTKHH: | oPNRNRHO YuM-8 |
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| lNDEKHYAR-jNMYARPSYRNP 2018-04-05. m. YSANBHV. yPSHKURSHI "YHR" yPSHKE PNDHMSH 1996-06. mKHYNKYUYYSANBHV. KERUCHYKHI "YHR" yBKHYUZHKH bPEL 1996-04. bBVEYAKUB l. gYuPKHM. “bNYAELEPYU.” oEPBSHI "KERUCHYKHI YHR" yuMRNMNBU yuBKHYUZHKH bPEL 2016-01. xCNPE aYUAEMYN. yuM-8 - MYUVYUKN AKHNTsPYUTKHH mKHYNKYUI YYSANBHV. bYAE YYULNKERSH n.y.yuMRNMNBU pNLUM yuYARYUNB. PSYAYAYU YAHKYU. bNEMMN-RPYUMYAONPRMSHI YAYULNKER yuM-8 hYARNPKH YNMYARPSYZHHI YAYULNKERNB B yayap 1951-1965 L+K 1973-03. Bohuslav Smrz. Antonov An-8 |
sTSNKNY MEAYU. 2019
Safety first
This heavenly heavy truck was created for the USSR Airborne Forces. Therefore, landing was envisaged not only by landing, but also by parachute. Equipment and weapons were also taken into account in calculating the maximum load. During a parachute landing, 40 soldiers were placed on board, and during a landing, 60 paratroopers were placed on board. In addition, the transportation of the wounded was taken into account. The “Monster” was supposed to carry 32 seriously wounded soldiers on board.
A.Yu. was entrusted with developing a safe method for landing people and cargo. Manotskov, A.P. Eskin, V.N. Gelprin.
The designers painstakingly carried out extremely complex, important calculations, clarifying the requirements that the parachute systems would meet.
Using pilot chutes, a method for ejecting cargo and equipment from an aircraft was worked out.
October 26, 1954 General V.I. Lebedev approved the TV-2T turboprop engine. There was just over a year left before the ceremonial presentation of the prototype.
Features of the An-148 airliner
Nowadays, the development of twin-engine jet passenger aircraft An-148 is underway in a joint project of enterprises of Ukraine and Russia with a passenger capacity of 80 people.
The basic model for its production was the regional passenger aircraft An-148-100 with a capacity of 70 to 80 people and a seat pitch of 864 - 762 mm. To increase the profitability of passenger transportation, as well as to reduce operating costs, airlines use the An-148 at distances of 2200–5100 km. It can reach speeds of up to 800-870 km per hour. According to marketers, such indicators are now in great demand among airlines.
The An-148 airliner is equipped with two engines, which are placed under the wing on pylons and are marked D-436-148. Thanks to this placement, the likelihood of penetration of foreign objects into them is reduced and the stability of the wing is enhanced. Even at airfields poorly equipped with navigation, it is possible to land the aircraft comfortably, thanks to the fact that the An-148 has a modern on-board system for recording the aircraft’s condition.
Radar and flight navigation equipment, the use of a fly-by-wire control system, and multifunctional display of all aircraft flight parameters allow the An-148 to be operated even in conditions of limited visibility, while maintaining confidence and comfort for the crew.
Comfort for passengers is ensured by the rational layout and composition of service spaces, deep ergonomic optimization of the individual and general space of the cabin, the presence of modern seats, pleasant little details in the interior details, as well as an optimal noise reduction system for the passenger cabin.
The rational placement of passenger seats according to the 2 + 3 scheme and the length of the cabin allow the passenger capacity to vary from 55 to 80 people, without compromising the personal space of passengers. Inside the aircraft, components in the Hi-Tech style of equipment, not only domestic, but also foreign, are used, thanks to which high economic efficiency, technical and operational excellence are ensured.
The modification of the An-148-100 in technical maintenance fully meets international standards (MSG-3, ICAO). According to statistics, this aircraft has an availability rate of over 99.4% with 300 flight hours per month with minimal maintenance costs.
The requirements of the International Civil Aviation Organization regarding local noise and aircraft engine emissions are fully implemented in the new An-148-100.
In the development of the new airliner, 3D modeling methods were used using CALS technologies and the ISO 9000/9001-2000 quality control system. All this made it possible to improve the quality of aircraft documentation and design solutions, reduce costs and time in the production process, and improve aircraft maintenance during its operation.
Design Features
The An-8 is a monoplane with high wings. Such a high position of the wing has become an invariable distinctive feature of the transport flying hero. The wing was equipped with double-slotted flaps. The fuselage structure is semi-monocoque.
Thanks to its smooth corners and wide body, journalists nicknamed it the “heavenly whale.”
The frame is divided into 4 parts. The first, sealed, contains a cabin for a crew of 6 people. Two more compartments are not sealed: the cargo compartment and the hatch. The stern, where the gunner's cabin is located, is also sealed. The floor and side of the pilot's cabin were reinforced with 8 mm armor.
The chassis is all-terrain, tricycle with a controlled nose strut. The struts were retracted into the fuselage, and the low pressure of the pneumatics made it possible to take off and land on almost any ground. Vertical rate of climb at the ground is 6.8 m/s.
This monoplane was equipped with AI-20 turboprop engines with four-bladed AB-68D propellers. Fuel came from 20 wing tanks. A full fill was a little more than thirteen thousand liters.
A BL-52 winch was provided. With her help, self-propelled equipment was loaded.
Characteristics
An-8
- First flight, year 1956
- Start of mass production, year 1958
- Wingspan, m 37.0
- Aircraft length, m 30.744
- Height, m 10.045
- Wing area, m² 117.2
- Dimensions of the cargo compartment, m length 11.0
- width (in the area of the chassis niches) 3.6 (2.5)
- height (in the center section area) 2.9 (2.42)
- with maximum load 850
Equipment and weapons
The rudders and ailerons were controlled mechanically using rods. The flaps were adjusted by electrical remote control. The locking design was cable.
Navigation devices allowed piloting not only at any time of the day, but also had an autopilot. There was the possibility of a blind landing (SP-50). Radio communication was carried out not only with the ground, but also inside the aircraft.
The ship's equipment included high-altitude, oxygen and anti-icing equipment.
It had artillery and bomber weapons. A turret with two 23-mm cannons, controlled remotely, covered the rear hemisphere.
Optimal operation was ensured by the KPS-35A sighting station, VB-257-1 computer, and Gamma 54-T radar. The bomber armament consisted of 10 aerial bombs of such systems as TsOSAB-10, FOTAB 100-80. The cameras on board made it possible to take aerial photographs at any time of the day.
Interior layout and seating arrangement
An-148 interior diagram
The initial design of the An-148-100 was designed to carry 80 passengers. Depending on the modification, this indicator may change. The maximum carrying capacity of the An-148-200 is up to 100 people.
The cabin layout of the basic line of aircraft provides for division into business and economy classes. In the first section the seats are in pairs, in two or three rows for 8-12 seats. The most comfortable seats are considered to be the front seats, where there is more legroom.
By analogy with business class, the most attractive economy seats are in the front. The absence of seats in front gives more room to the legs and eliminates the possibility of lowering the backrests
They also pay attention to the good seats near the windows - in the An-148 they are bright and comfortable
The side aisle seats are considered less attractive. People constantly scurrying around can cause discomfort. This especially applies to the last places - near the toilet and office premises, where queues can form.
An-8 modifications
Liner An-8 "N" - Designed for comfortable transportation of passengers. Under various comfort conditions, it could take on board from 46 to 57 people. In case of need for ordinary civil cargo transportation, based on the distance, it could lift from 5 to 7.5 tons of cargo. But it was quickly abandoned, as the An-10 model was considered more promising. However, the airliner itself fulfilled the long-standing dream of the aircraft designer - to develop an aircraft exclusively for peaceful purposes.
An-8M - This modification was not built, but it was assumed that it would be capable of hunting enemy submarines, so this modification had 2 bomb bays. It was also planned to equip it with a system for detecting and targeting strike group boats. The An-8Sh practically repeated the fate of its brother the An-8M with only one difference: the draft version was built. The modification was intended for training navigators, pilots in combat units and flight schools.
An-8PS - The vehicle was intended for search and rescue operations at sea and in hard-to-reach corners of our planet. He had to parachute rescuers, necessary equipment, food, and medicine. He was also responsible for transporting the rescued. The project was then transformed and found a new life in the An-12PS.
An-8T - Another example of the “child” of the family, but then development was suspended due to unsatisfactory technical characteristics and safety issues that were not resolved in time. This model was supposed to solve the problem of delivering special fuel.
An-8RU - Infamous project during testing, which killed the crew. The "Air Whale" was equipped with two powder accelerators. The idea was to increase the take-off weight. But because of the tragedy, all work was stopped.
Disasters
In total, 27 An-8 aircraft were lost.
| date | Board number 8340205 | Disaster site | Victims | Short description |
| 14.10.1959 | n.d. | near Tula | n.d. | Aircraft No. 8340205 USSR Air Force. Crashed during landing near the village of Rydomo. During landing, one of the landing gear legs did not come out. AN −8 (serial number 9340407) of the 374th VTAP, in which the crew of the squadron commander, Major F.L. Parfenov, was killed (only the tail gunner, Corporal A.M. Fesyun, managed to escape). The cause of this tragedy was the spontaneous locking of the elevator when the plane was landing at the moment of releasing the flaps. The monument to the victims of the plane crash is located at the All Saints Cemetery of Tula, st. Leo Tolstoy, next to the Mass Graves 1941. |
| 14.08.1963 | n.d. | near Ukurei | n.d. | USSR Air Force board. Crashed during landing approach during the day in difficult weather conditions, following an unspecified descent pattern. Collided with a hill. |
| 04.10.1963 | n.d. | near Novgorod | 5/6 | USSR Air Force board. The crew performed a landing flight with a five-minute interval between aircraft at the same altitude. As a result of an error, I caught up and collided with a plane flying ahead. The plane crashed near the village of Vysokoye, Chudovsky district. |
| 13.04.1964 | 41 | near Kirovabad | 6/6 | USSR Air Force board. Crashed while crossing the Main Caucasus Mountain Range during night flights in difficult weather conditions. |
| 16.09.1964 | 55517? | Gostomel | 7/7 | Experienced An-8RU with jet boosters. Crashed during takeoff during testing. |
| 25.01.1965 | n.d. | Kirovabad | 6/6 | USSR Air Force board. Crashed. During landing approach, loss of longitudinal control when flaps are extended when the stabilizer is icy. |
| 23.01.1966 | n.d. | Lakhta airfield | 25/25 | Navy Air Force board. Crashed during landing due to icing. |
| 16.12.1966 | 22 | near Chirchik | 6/7 | USSR Air Force board. When landing at night in poor visibility conditions, it collided with the ground with the landing gear extended and was short of the runway and caught fire. The plane was carrying a cargo of ammunition. The flight mechanic suffered burns and survived. |
| 10.10.1975 | 69316 | Sverdlovsk | n.d. | Engine fire during takeoff, lost control. |
| 20.01.1976 | n.d. | Azerbaijan | n.d. | USSR Air Force board. Crashed. Departure point: Adjikabul (Kazi-Magomed). Destination: Baku (Pumping Station). Broken part of the left flap. |
| 30.08.1977 | 48094 | near Bratsk | 7/7 | The attitude indicators failed during a night flight, went into a dive and collapsed in the air. |
| 30.03.1978 | 20 | near Stupino | 6/6 | USSR Air Force board. Crashed during takeoff. Training flight. |
| 09.08.1979 | 69314 | Domodedovo | 2/10 | During landing, the landing gear collapsed and the plane caught fire. |
| 03.1980 | 27205 | Arsenyev | n.d. | While taxiing, the brakes failed and it rolled off the airfield. |
| 15.06.1983 | 69336 | near Kharkov | n.d. | Engine fire in flight. Crashed while trying to land at Sokolniki airfield. |
| 27.09.1988 | 48101 | near Kozelsk | 5/5 | An engine fire during a night flight due to a fuel leak, the plane crashed into the forest. |
| 20.11.1988 | 26183 | Yerevan | n.d. | After landing, the crew mistakenly removed the landing gear. |
| 11.11.1990 | 69320 | Novosibirsk | 9/10 | Stopping two engines during pre-landing glide |
| 16.05.1991 | 13330 | Irkutsk | 1/7 | During landing approach, the propeller of engine No. 1 spontaneously feathered. |
| 29.10.1992 | 69346 | Chita | 14/14 | Both engines stopped during landing - at 19 and 13 km (the kerosene ran out - they took on more cargo due to less fuel - the crew knew and remained silent), fell 1.6 km from the runway. |
| 29.10.1992 | 13323 | Yerevan | 0/8 | Landed 150 meters before the runway. |
| 29.09.1994 | 59504 | Elista | 0/24 | Fire in the cargo compartment, damage to hydraulic systems. Emergency landing. |
| 30.09.1994 | 27209 | Chaybukha | 8/20 | I could not tear myself away from the runway and fell into a ravine 2.5 km from it. Crew error. |
| 06.12.1994 | D2-FVA | Dundo | 0/6 | During the takeoff run, the plane drifted off the runway and crashed into a power line. |
| 12.03.1998 | EL-ALE | Mogadishu | n.d. | Damaged to the point of being written off. |
| 19.04.2000 | TL-ACM | Pepa | 24/24 | Rwandan Air Force plane. Crashed after a bird collision. The crew is from Russia. |
| 22.01.2005 | EL-WVA | Kongolo | 0/10 | During the landing approach, I crashed into a house 100 m before the runway. |
Pilots' opinion
Quite heavy control, great stability when the rudder is overcompensated, which is the main cause of an accident during landing. It took a lot of effort when piloting.
The turning points, especially on takeoff, were significant. While approaching the landing strip, the An-8 was “afraid” of losing speed on leveling off. The landing was rough: he simply fell on three points.
The main disadvantage: with such dimensions it took a small amount of weight. The full load was only three tons. It was enough for a 6-8 hour flight. Retired lieutenant colonel, first class military pilot Vladimir Krichkovsky speaks about this model in this vein.
Links[edit]
Notes
- ^ abcdefghijklmnopqrstu vw Gordon, Efim and Komissarov, Dmitry. Antonov An-12. Midland. Hinckley. 2007. ISBN 978-1-85780-255-9.
- ^ abc Simpson, Rod. Airplanes of the World Airlife. Airlife Publishing Ltd. London. 2001. ISBN 1-84037-115-3.
- Jump up ↑
Lake 2004, p. 25. - Jump up ↑
Lake 2004, pp. 26–27. - ^ a b c d Gunston 1995, p. 23.
- ↑
Alexander 1975, p. 31.
Bibliography
- Alexander, Jean. Russian aviation since 1940
. London: Purnell Book Services, 1975. - Gordon, Efim and Komissarov, Dmitry. Antonov An-12
. Midland. Hinckley. 2007. ISBN 1 85780 255 1 ISBN 978 1 85780 255 9 - Gunston, Bill. Encyclopedia of Russian Aviation Osprey 1875–1995
. London: Osprey, 1995. ISBN 1-85532-405-9. - Lake, John. "Camp Antonov An-8: a little-known pioneer." Air International
, September 2004, Vol. 67, No. 3. pp. 24–27. - Simpson, Rod. Airplanes of the world Airlife
. Airlife Publishing Ltd. London. 2001. ISBN 1-84037-115-3.
Commercial use of An-28
Many years of experience of many airlines have shown that short-haul transportation requires a higher-quality all-terrain aircraft that must perform various tasks. The aircraft produced by the Antonov Design Bureau became such a machine. And, indeed, this vehicle transports passengers, cargo and carries out military and rescue operations. It is used by scientists for geological surveys and aerial photography. This all shows that the new model was multifunctional and at the same time easy to control and stable in flight.
For more profitable use, this aircraft is equipped with fairly powerful, but at the same time economical, engines of the new generation. It should be noted that during the construction of this aircraft, the designers spent a lot of time and implemented a lot of design ideas. The entire creation of the small and light An-28 took the same amount of effort as was expended in designing the large An-22.
The main advantage of this machine is that it is capable of landing and taking off on unpaved surfaces up to 600 meters long. At the same time, it can travel a distance of 600 kilometers at a fairly high cruising speed of 350 km/h. In addition to all these advantages, it is much more economical than its predecessor An-2.
Small airfields that do not have a concrete surface cannot accommodate aircraft with retractable landing gear throughout the year, as this can lead to accidents. The wet ground of the airfield will clog the niches for landing gear entry. It is on such flights that it is beneficial to use the An-28. This machine is not afraid of changes in air temperature, which allows it to be used for transportation in any climatic conditions, even the most severe.
Technical description
The An-8 is built according to the aerodynamic design of a cantilever high-wing aircraft. All-metal construction. The aircraft's crew consists of six people - two pilots, a navigator, a flight radio operator, a flight mechanic and a rear gunner.
- The fuselage is semi-monocoque. The fuselage cross-section in the middle part is rectangular with rounded corners and a rounded top. The fuselage is structurally divided into four compartments: the front pressurized compartment, which houses the cockpits of the pilots, navigator and attendants; leaky cargo and hatch compartments; sealed aft compartment with gunner's cabin. The floor and side part of the pilot's cabin in the work area is equipped with 8 mm thick armor. The pilot's seats have 16 mm armored backrests and 25 mm armored headrests.
- The wing is straight, two-spar, trapezoidal in plan. Structurally, it consists of a center section and detachable parts: two middle and two cantilever. Fuel tanks are located between the wing spars - 16 in the middle parts and 4 in the center section. The wing mechanization consists of double-slot flaps with a deflector located in the middle parts and two-section ailerons with a servo trimmer located on the cantilever parts. The ailerons are equipped with a locking system.
- The chassis is three-wheeled, consists of a front two-wheeled support and two main supports with four-wheeled bogies. The wheels of the main supports are braked. The front support is rotatable. Low-pressure pneumatics allowed the aircraft to be based on unpaved airfields. The landing gear supports are retracted back during flight: the front one into the fuselage, the main ones into the fairings.
- The power plant consists of 2 AI-20D turboprop engines with a power of 5180 hp each with four-blade feathering propellers AV-68D of left rotation with a diameter of 5 m. The drive for changing the propeller pitch is hydraulic. The fuel system is divided into left and right parts and looped with pipelines. A TG-16 turbo unit is installed in the left fairing of the chassis. In the tail section there is a cargo hatch measuring 2950x740 mm. For loading non-self-propelled equipment, a BL‑52 winch is installed. To ensure group release of cargo, a P95‑T conveyor can be installed. The fuel supply is located in 20 wing soft fuel tanks with a total volume of 13080 liters. The aircraft is equipped with a fire extinguishing system
- The tail unit
is single-finned. The horizontal tail consists of a stabilizer and elevators. The vertical tail consists of the keel, fork and rudder. The handlebars are aerodynamically compensated and weight balanced, equipped with trimmers and a locking system. The rudder is equipped with a spring servo compensator. - Hydraulic system
- consists of two autonomous systems: main and emergency and ensures retraction and release of the landing gear, wheel braking and rotation of the front strut, opening and closing of the landing gear doors and cargo hatch, operation of the autopilot steering gears and windshield wipers. - Electrical system
– provides power to onboard consumers: direct (28.5 V) and alternating single-phase (115 V) and three-phase (36 V) currents. The system ensures the operation of instruments and radio equipment, starting engines and powering fuel system units, extending and retracting flaps, and also uses small arms, bomber, airborne transport and other equipment. - Control
is mixed: mechanical rudders and ailerons using rods, fly-by-wire flaps, cable locking system. - Flight navigation
- allows you to fly at any time of the day in difficult weather conditions, including in automatic mode using an autopilot. - Radio equipment
- provides two-way communication between the aircraft and the ground, between aircraft and intra-aircraft communication between crew members. The plane is equipped with a blind landing system. - High-altitude and oxygen equipment
– ensures normal working conditions for the crew in all flight modes. The crew is provided with oxygen both during flight and in the event of an emergency leaving the aircraft. There are five stationary oxygen devices and six parachute devices on board. - Anti-icing equipment -
consists of three systems: air-thermal - heating the leading edges of the wing and engine air collectors, oil cooler tunnels and side windows of the cockpit canopies, electrothermal - heating the leading edges of the fin and stabilizer, windshields of the cockpit canopy and air pressure receiver, liquid - the blades propeller.
