In the last years of the existence of the USSR, the development of the An-70 military transport aircraft began. During its construction, unique technological solutions began to be used, so this transport aircraft could open a new chapter in the history of aircraft development.
It was expected that the An-70 aircraft would become the main truck of the Russian and Ukrainian Air Forces, and they began to develop a number of modifications, including a passenger one. More than 30 years have passed since its creation began, and nothing like this has happened. The aircraft will not be produced in its original form, and the future of modifications is uncertain.
History of creation
In 1976, the USSR Air Force came to the conclusion that it needed a new transport aircraft. At the same time, however, they did not have a very clear idea of which one. It was only in 1986 that the technical requirements for the new “air truck” were formulated. The Oleg Antonov design bureau, perhaps the largest Soviet specialist in this type of aircraft, was to design and build the aircraft. By 1991, a prototype was already under construction.
And then the Soviet Union collapsed, and the Antonov Design Bureau remained on the territory of independent Ukraine. But the future of the An-70, however, did not seem vague in those years. Ties between the former Soviet republics were still strong, and in 1993 they managed to sign an agreement to continue joint testing and joint launch into production. The first flight of the “seventieth” took place at the end of 1994.
Politics and competition
It wasn’t just politics that put pressure on the project. By the early 2000s, Russian aircraft manufacturers began to look at their Ukrainian colleagues as competitors taking away their bread. There was talk that the An-70 project was inferior to purely Russian developments - such as the deeply modified Il-76MF transport aircraft, as well as the Tu-330 medium transport aircraft. Critics of the An-70 pointed out that in reality the aircraft does not meet the originally stated characteristics.
In turn, supporters of the An-70 argued that critics were not concerned about the Russian army getting the modern transport aircraft it needed, but about the redistribution of budget funding.
In 2003, the then commander-in-chief of the Russian Air Force, Vladimir Mikhailov, . The anger of the commander-in-chief could be understood - the project moved extremely slowly, funding from the Ukrainian side was constantly delayed, and the work was carried out mainly with Russian money.
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All efforts go towards development.
What are the prospects for the domestic aviation industry? The victory of Ukrainian President Viktor Yushchenko put the An-70 project on the brink of closure.
The “Orange” coalition was not interested in cooperation with Russia in the military sphere, and official Kiev’s funding for the project was practically closed. In April 2006, the Russian side announced that it was withdrawing from the An-70 project, planning instead to start building the “purely Russian” Il-76MF. Antonov Design Bureau, headed by Dmitry Kiva Oleg Antonov , nevertheless continued to work on the project. Only thanks to the persistence of Ukrainian aircraft manufacturers, the project survived until 2009, when there was a thaw in Russian-Ukrainian relations.
An-70 design
The aircraft is a four-engine propeller-fan turboprop high-wing aircraft with a tail cargo hatch and a single-tail tail unit. During testing of the aircraft, the possibility of its use on unpaved runways of about 600 m in length with a load of up to 20 tons was confirmed.
Good performance characteristics are explained primarily by the original power plant, which includes the D-27 engine and the SV-27 propfan. The total power of the power plant used on the An-70 is 14,000 hp. The high degree of air compression in the compressor provides good efficiency in terms of fuel consumption. On average, four engines consume 3.5-4 tons of fuel per flight hour.
Coaxial propellers produce a high-pressure jet of air, which flows around the wing at a speed higher than the speed of the oncoming flow, and this in turn increases the lift of the wing. Extending the flaps (set to 60° in landing mode) creates a rotating effect of the thrust vector.
Based on this, during landing with flaps extended, most of the lifting force is produced due to forceful blowing, and a smaller part is produced by the influence of the oncoming flow.
Among other things, the An-70 has the following advantages:
- Equipped with an “electronic board” system. The cockpit and interior can be easily adapted to virtually any avionics equipment from well-known global manufacturers.
- It has an electronic remote control system, which ensures safe and convenient control of the aircraft. As an example, after one of the engines fails, the system itself can center the aircraft without intervention from the pilot. It is provided with automatic protection against reaching supercritical flight conditions, which include excessive sliding, stalling and steep spiral.
- In a special compartment it is possible to transport military cargo.
Specifications
| Wingspan, m | 44,06 |
| Wing length, m | 40,73 |
| Aircraft height, m | 16,38 |
| Aircraft weight, kg | |
| Empty | 7300 |
| Normal takeoff | 111000 |
| Maximum takeoff | 130000 |
| Fuel, kg | 38000 |
| engine's type | 4 TVD Progress D-27 |
| Speed | |
| Maximum speed, km/h | 890 |
| Cruising speed, km/h | 800 |
| Practical range, km | 7400 |
| Range, km | 1350 |
| Ceiling, m | 12000 |
| Payload, kg | 47,000 or 300 infantry |
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| YuM-70 | YAMNBMYU LNDHTHYUZHH. |
| YuM-70r | RPYUMYAONPRMSHI YAYULNKER I VERSHPEL DBHTSYUREKLH d-27 DK OPHLEMEMKH B TSPYUFDUMYAYNI YUBHYUZHHH. yaYULNKER NAEYAOEVKHBUER OEPEBNGYS 35 R TsPSGYU MU DUKEMNYARE 3800 YL, YU 20 R — MU 7400 YL. bNGLNFMNNYARE SHYYAOXYURYUZHH I AERNMMSHU X TsPSMRNBSHU BGKERMN-ONYUDNVMSHU WINDOWS DKHMNI 1300 L ONGBNKYER SHYYAOXYURKHPNBURE ETSN MU BYAEI YUSCHPNDNLMNI YAERH yamts. |
| YuM-70ry | BYUPHYUMR YuM-70r I TsPSGNOYUYUFHPYAYNI YYUAKHMNI. |
| YuM-70-100 | LNDHTHYUZHH YYULNKERY I DBSL DBHTSUREKLH d-27. YaYULNKER HLEER LEMEESCH BGKERMSCH LYUYAYAS X SOPNYEMMNE LYUYAYAH, MU MEL HGLEMEM PJD YAHYAREL X YUTSPETSYURNB. oPH OPHLEMEMHH YAN BGKERMN-ONYUDNVMSHU WINDOWS DKHMNI 2500 L NM YAONYANAY OEPEBNGHRE TsPSG LYUYANI 30 R MU DUKEMNYARE 1000 YL HKH 20 R - MU 4300 YL I HYAKCHVHREK EMN BSHYANNI RNOXBMNI SHTTEYRKHBMNYARECH. |
| YuM-77 | LNDKHTHYUZHKH I VERSHPEL DBKHTSUREKLKH CFM56-5yu1 X YUBKHNMKHYNI GYUOYUDMNTSN OPNKHGBNDYARBU. |
| YuM-7u | LNDKHTTHYUZHKH OPEKYUTSUELYU YUY NYAMNBMNI RPYUMYAONPRMSHI YYULNKER DK EBPNOIAYKHU YARPIUM murn. |
| cru: |
| lNDHTHYUZHH | YuM-70 |
| pYUGLUU YPSHKYU, L | 44.06 |
| dKKHMYU YAYULNKERYU,L | 40.73 |
| bSHYANRYU YAYULNKERYU,L | 16.38 |
| I LOVE YAYULNKERYU, JC | |
| OSYARNCN | 73000 |
| MNPLYUKEM BGKERMYU | 111000 |
| LYUYAHLYUKEMYU BGKERMYU | 130000 |
| rNOKHBN, YC | 38000 |
| RHO DBKHTSUREK | 4 rbd oPNtspeyaya d-27 |
| lnymnyare, YbR | 4 U 14000 |
| LYUYAKHLYUKEMYU YAYNPNYARE, YL/V | 890 |
| yPEIYEPYAYU YAYNPNYARE, YL/V | 800 |
| oPUYRHVEYAYU DUKEMNYARE, YL | 7400 |
| DYUKEMNYARE DEIYARBKH, YL | 1350 |
| oPUYIRKHVEYAYKHI ONRNNKNY, L | 12000 |
| ShYKHOYUF, VEK | 3-5 |
| ONKEGMYU MYUTSPSGYU: | 300 YANKDYUR XKH 206 PYUMEMSHU XKH DN 47000 YTS TsPSGYU |
| bottom. KhMTNPLYUZHKH: |
| VEPREF "yuMRNMNB yuM-70" tNRNTsPYUTKHH: | oEPBSHI NOSHRMSHI YuM-70 (c) BYUYAHKHI YNAYU |
| YuM-70 (c) DEMHYA YuOYUKAINB | |
| YuM-70 (c) NKETS aEKYNB | |
| YuM-70 (c) hTSNPE yNKNYNKNB | |
| YuM-70 (c) bKHRYUKHI hPRYUB | |
| TsPSGNBNI NRYAYU-70 (c) bKYUDHLHP lHYKHRYUPEMYN | |
| yUAKhMYU OKNRNB yuM-70 (c) yuKEYAEI oERPNB |
IWELSH:
| YuM-70 |
| YNLONMNBNVMYU YAUELYU |
| YaOHYANY HYARNVMKHYNB: |
| YuBKHYUZHKH BPEL 1995-01. OEPBSHI ONKER YuM-70 YPSHKE PNDHMSH 1994-08. bHYRNP pNLYUM. MNBSHI YUMRNMNBYAYKHI "TSPSGNBKHY" YuM-70 yPSHKE pNDKHMSH 2001-07. oERP lHUYUIKNB. bRNPNE PNFDEMHE? YuBKHYUZHKH BPEL 1998-02. d.iHBNI. YuM-70 KERHR B eBPNOS bGKER 2012-11CH oERP aSRNBAYKHI. YuM-70 YAMNBU B MEAE YuBKHYUZHKH bPEL 2015-01. YuKEYAYUMDP kYuPHNMNB. sYPYUKHMYU OPKHMYKYU MU BNNPSFEMKHE YuM-70 Air International 2000-03. Paul Duffy. Antonov An-70 L+K 1997-07. Valerij Roman, Pavel Svitak. An-70 Podruhe |
sTSNKNY MEAYU. 2020
Aircraft modifications
At the moment, there are several modifications of the An-70.
- An-70-100. This aircraft has two D-27 engines. Having a lower take-off weight and a simpler chassis design, it can deliver a load of 30 tons over a range of 1,000 kilometers or 20 tons over a range of 4,300 kilometers.
- An-70T. The aircraft was created for civil aviation. It will deliver 35 tons of cargo over a range of 3,800 kilometers, and 20 tons over a distance of 7,400 kilometers.
- An-70TK. Equipped with a comfortable cargo-passenger cabin.
- An-77. The aircraft is equipped with four CFM56-5A1 engines and foreign avionics.
- An-7X. An aircraft developed to NATO standards.
Exploitation
During the testing of the first prototype An-70, it was planned to complete preparations for serial production. Thus, the production of new aircraft should have begun around 1998. However, already on the 4th flight the prototype collided with an escort aircraft, the crew and aircraft were killed. The deadlines were missed. The second prototype was built by the end of 1996, and testing finally began in 1997.
During this period, the future of the project seemed prosperous. During the tests, the An-70 set national and world records, the top officials of the countries assured that they would definitely accept the new machine into service. But in 2001, the engine failed during takeoff in Omsk. The plane that managed to land was seriously damaged, but fortunately there were no fatalities.
Despite the fracture of the fuselage, the damaged aircraft was restored (and there, in Omsk) and the tests were completed. But in 2005, Ukraine actually stopped funding the project, and in 2006, Russia officially withdrew from it. And this despite the fact that all that remained was to establish serial production.
In 2010, the story took a new turn - the manufacturer announced that the Ukrainian Air Force had ordered 2 aircraft, and the Russian military again began to discuss the possibility of purchasing a Ukrainian transport aircraft.
In 2012, state tests of the modernized An-70 aircraft began. The APU was replaced, new instruments were installed, and the propfans were redesigned. But in 2014, the same month the tests were completed, Ukraine severed its partnership with Russia.
This was a terrible blow for the project. Most of the components of the “seventies” were produced in Russia, and the main ones were the SV-27 propfans. Without them, the manufacturer did not even have the opportunity to complete the construction of 2 pledged copies. Well, the only flying An-70, the second of the experimental ones, was handed over to the Ukrainian military.
Airbus A400M is the main competitor of the An-70
On December 11, 2009, the first flight of the A400M aircraft took place, which experts consider a copy of the An-70 with Western European filling. In addition, an engine of a similar class was created for it - TP400-D6 with a power of 11,000 hp. Figuratively speaking, at the beginning of the 21st century, Western designers were able to reach the peak conquered by Russian-Ukrainian designers at the end of the last century.
Here it is necessary to make a retreat and talk a little about another project. After all, an aircraft engine acquires greater dignity when used on several types of equipment. According to experts, Russia and Ukraine have another project to which the D-27 can give a second wind.
We are talking about the A-42 multi-purpose amphibious aircraft. It was developed as a search and rescue version of the A-40 and was supposed to replace the Be-12PS. After the death of the nuclear submarine Komsomolets in the Norwegian Sea, they planned to create several modifications of the vehicle. Later, in order to save money, they decided to create a multi-purpose complex. As a power plant, we worked on the option of equipping the amphibious aircraft with a new engine. Calculations have shown that it significantly increases the capabilities of the aircraft complex in terms of range, payload and patrol time.
That is why the implementation of the An-70 project is still economically beneficial for both Ukraine and Russia. The existing capacities of the Ufa Engine-Building Production Association are occupied with the implementation of projects for military aviation, but in cooperation on the serial production of the D-27 on the Russian side, Motorostroitel OJSC (Samara) and the Moscow Machine-Building Production Enterprise Salyut (Moscow) can be used.
The verdict is final and cannot be appealed
On March 2, the Interfax agency, citing a high-ranking source in the Russian Ministry of Defense, reported that the Russian military department was considering the issue of recovering from Ukraine 2.95 billion rubles transferred to the Ukrainian State Enterprise Antonov for work on the design and construction of the An military transport aircraft -70.
The reason for this was the impossibility of further implementation of this joint Russian-Ukrainian project. It also became known that the Russian Ministry of Defense excluded the An-70 from the state armament program, which envisaged the acquisition of 60 such aircraft by 2022.
The decision of the Russian Ministry of Defense, which has become almost inevitable in the current political conditions, most likely puts an end to the history of the An-70 project - perhaps the most dramatic in the domestic aircraft industry in recent decades.
An-70 cockpit. Photo: Commons.wikimedia.org/ Alexey Reznichenko
