The Soviet-made aircraft An-22 was presented to the general public in the summer of 1965 at the international air show in Paris. As stated, the air giant contained 720 passengers and about 80 tons of cargo. On the initiative of the general designer O. Antonov, the unit was given a middle name - “Antei”. The overall impression of the show, as described in the press, became very positive from the huge, but elegant and comfortable car presented. Consider the features of this vessel, its characteristics and scope.
Description
In mid-December, the An-22 aircraft made its first real take-off, with a payload capacity of 16 tons. The main purpose of the machine is the transportation of personnel, equipment and equipment of airborne units. It was quite possible to transfer to the desired point, for example, a tank of the T-54 type.
In the early summer of 1958, the Antonov Design Bureau developed the An-20 project with the possibility of transporting a pair of power plants of the NK-12M high-pressure fuel pump. The aircraft is focused on the transfer of engineering and combat equipment with a total weight of up to 40 tons. More than 140 paratroopers were easily placed in the cargo compartment, and there was the possibility of landing cargo.
The release of the soldiers was planned through a pair of hatches in the front of the cargo room, as well as through two rooms in the rear of the aircraft. Since the cargo compartment is leaky, the transportation of people is not provided for at an altitude of more than 6 kilometers, even with oxygen tanks. In the front part of the fuselage there is a cell for 27 people, which corresponds to the required sealing parameters. According to the project, the aircraft was equipped with an artillery guided installation of the DB-35-AO type with a pair of 23 mm caliber guns.
Feature: the multi-wheeled chassis made it possible to use the machine on take-off even from unpaved aviation runways.
What's next?
After the work on the creation of the An-20 was curtailed, the designers began to manufacture an even heavier air vehicle. The technical development of the machine was completed in the summer of 1960 (working designation - VT-22). The aircraft was designed to transport cargo up to 50 tons at a distance of about 3,500 kilometers and airborne landing of single objects weighing up to 15 tons. The An-22 was equipped with four NK-12MV power plants with a maximum power of 15 thousand e. l from.
A pair of main landing gear was retracted into the engine cells of internal engines, the other two similar parts - into the fairing of the fuselage. The wing is designed as a “reverse gull”, has a bend at the internal power unit. It is also possible to process the element with a boundary layer. The An-22 cabin, due to its dimensions, made it possible to solve a maximum of tasks related to the transfer of all engineering and military equipment, which was relevant at that time.
Development
In the early 60s of the last century, the Ministry of Defense of the USSR was given the task of the aviation industry to create a complex of airborne transfer of intercontinental missiles. In theory, the basics of the offensive nuclear potential should have been transported to the airfield closest to the launch point, after which helicopters would be relocated directly to the mine installation.
The parameters of the VT-22 prototype for the most part were consistent with the goal, the development of the final version was entrusted to Antonov Design Bureau. The result should have been a full-fledged aircraft, capable of transferring both ICBMs and all equipment transported by rail. The national economy also needed aircraft of this type, especially in the developed regions of Siberia and the Far North, where many structures could not be delivered without disassembling in any other way.
Plumage
On the An-22 abandoned the single-tail plumage, which was previously used on Antonov transport aircraft. This is due to the fact that the fuselage, weakened by a significant cut-out, cannot cope with the characteristic torque loads that occur when the steering wheel deviates or when equipment glides under the influence of side gusts of wind.
The reduction of such stresses became the prevailing moment, the cargo hatch was sealed, and for transporting personnel, the fuselage should be pressurized at least 0.25 kgf / sq. see. As a result, the plumage of the An-22 became two-keel.
However, designers faced a certain problem. It resulted in the installation of VO washers along the edges of the stabilizer, which significantly reduced its maximum speed on flutter. This problem for a long time haunted the designers led by Antonov. As a result, it was decided to arrange the washers so that the mass from a negative position was transformed into a positive factor. The solution turned out to be quite simple: the elements were shifted forward relative to the axis of the rigid GO by 70% of the stabilizer span.
First test
In the first test of the An-22, sand was poured at the end of the runway. This was due to the fact that Svyatoshinsky airfield was relatively short (1.8 km). However, in winter, the sand froze, and the safety lane became problematic. Departure decided not to postpone. This was largely influenced by the decisiveness of the An-22 crew consisting of Kurlin (commander), Tersky (co-pilot), Koshkin (navigator), Vorotnikov (flight engineer), Shatalov (lead test engineer) and Drobyshev (airborne radio operator).
An aircraft with a take-off weight of 165 tons after a run of 1.2 km without problems rose from the airfield. Landing was carried out at a test base in Uzin, Kiev region. The first real test of the aircraft lasted 70 minutes. According to the crew, it went quite fine. The next testing of the unit in question took place a month later. Three test flights were carried out in Uzin, after which the equipment was sent to Gostomel for further verification.
Demonstration
In June 1965, the An-22 Antey tests were interrupted, which was associated with an exhibition at the Paris International Salon. After landing at the French airport, the aircraft in question became a real sensation and was not deprived of the attention of the press.
At that time, the Soviet Union proved that it was really ahead of its competitors in creating powerful transport aircraft. In the demonstration flights, the aircraft in question did not take part, since shortly before that it had made six test flights, and therefore the leadership did not dare to approve the participation of equipment in the air. It is worth noting that the roomy meeting room for Antea has become a meeting place for conferences. The aircraft received the code name in NATO “Cock” (Cock).
Interesting Facts
After returning from France, tests of the An-22 transport aircraft continued. The ship replaced the power plant type NK-12MV with an analogue of NK-12MA. After test samples, these engines were finally taken together with the screw AB-90.
The tests of the first series of the aircraft in question cannot be called smooth. What is the prerequisite for a serious accident when flying from Boryspil to Gostomel? Then, in the fuselage, immediately after takeoff, several powerful uncharacteristic strikes sounded. As it turned out, there was a destruction of the shock absorber elements in the front right strut of the main chassis. Before landing, only the rear support was activated, since the middle part was also damaged. Due to a manufacturing defect in the future, the wheels of the KT-109 (weighing 0.52 tons) were replaced with the lighter version of the KT-133 (0.45 tons).
Perturbations
In the autumn of the same year, the operation of the An-22 continued in Tashkent, as an unstable weather situation was observed in Kiev. Serial production of these aircraft was also launched there. In mid-November, the first modification was released under the code 01-03, and in January of the following year, Tashkent's Antey was raised into the air, the flight of which was led by chief designer Kurlin. From 1966 to 1967 another 7 models of the experimental line were produced, the testing of which took place mainly in Gostomel.
Achievements
At the end of October 1966, the aircraft in question began to set first records. An-22 carrying capacity was 88.103 tons at a height of 6.6 km. Under the leadership of crew commander I. Davydov, 12 achievements were achieved in one flight. Thompson's record on the device "Douglas S-133" (53.5 tons per 2 km.) Was immediately blocked by more than 34.5 tons.
Most of the next year was devoted to the flight tests of the An-22 to study its running and operational capabilities. Including calculations were made on the landing of personnel and military equipment. Discharges were carried out in Gostomel, as well as in Lithuania (Kedainiai). At first, machine models and mannequins on primitive parachute platforms were dropped along with a 20-ton blank. The height of the shipment amounted to 1.5 kilometers.
Then the ejection of light tanks from a height of 0.8-1.0 km was practiced. After testing, the range of top speeds was determined (from 310 to 400 km / h). The stable operation of the parachute nodes was determined within the length of the strand up to 60 meters. In stages, a system for landing individual cargoes up to 20 tons was introduced, and a number of studies were also carried out. It should be noted that the indicated weight is the maximum for discharge even in the case of the heavier analogue “Ruslan” (An-14).
Presentation
In June 1967, the size of the An-22 and its capabilities were able to evaluate at the next air show in Paris. Model No. 01-03 did not participate in demonstrations, however, it performed several flights to deliver communications, including the Vostok spacecraft. Soon Antei was officially presented in the USSR.
Three serial modifications in July of the same year showed a landing landing of army equipment. This happened at Domodedovo Airport (Moscow Region). The event was timed to coincide with the 50th anniversary of the October Revolution. And in October, the crew of the car, led by commander Davydov, again surprised the world. The aircraft lifted a load of 100.444 tons to a height of 7.848 km.
For loading, special concrete blocks weighing up to 12 tons were made. Even today, the number of Antei's unsurpassed world records reaches four dozen. Twelve of these achievements are set under the leadership of Marina Popovich.
State tests
To determine the possible fuel supply of the An-22 and other technical capabilities, in the fall of 1967, state tests of this aircraft began. Leading pilots and navigators conducted 40 flights. For greater safety, a parachute was installed on the aircraft against corkscrews. The halyard of fastening of such design withstood a force of 50 tons.
Maneuvers were carried out over deserted and desert terrain in the Tashkent region. As a result of the testing, it was determined that with skillful and timely actions of the crew, the aircraft can easily be taken out of stall, excluding its falling into a tailspin. The complete deviation of the helm led to a steep dive, which made it difficult to rebuild the machine in a horizontal position.
The parachute against the corkscrew was never involved in real conditions, but it passed the test. This was done in the horizontal section where the element was released and shot in 8 seconds. The parameters of the established corkscrew amounted to 16.6 / 39.5% of MAR. The same data were demonstrated when testing the element on a wind tunnel.
The first demonstration flights Antei spent the summer of 1969 as part of the Paris Air Show. Among the elements - a spectacular flight at low altitude (no higher than 20 meters with a couple of disconnected power plants on the starboard side).
An-22: technical specifications
Below are the main parameters of the aircraft in question:
- Length / wingspan - 57.3 / 64.4 m.
- Machine height - 12.53 m.
- Normal / take-off / empty weight - 205/225 / 118.72 tons
- The fuel mass is 96 tons.
- Engine type An-22 - four high-pressure engines of the NK-12MA type.
- The maximum speed is 650 km / h.
- Flight range (practical / ferry) - 5225/8500 km.
- Payload - 60 tons.
- The crew is from 5 to 7 people.
- Passenger capacity - 28 people.
Serial and experimental modifications
On the basis of Antey, several versions were developed that were designed to perform specific and complex tasks. Among them:
- Base variation under the index 22.
- No. 22-A - model with a payload of up to 80 tons.
- Modification 22P3 - provides the possibility of transportation for other aircraft in the fuselage.
- “Amphibian” - it was supposed to use the machine for supplying submarines, conducting rescue operations and installing combat mines on the water.
- PLO - aircraft focused on confronting submarines with nuclear potential. The model has a huge flight margin, is equipped with a reactor of a special configuration.
- PS - search and rescue version.
- P - for transportation of ballistic intercontinental missiles.
- - a machine with an enlarged fuselage.
- KS - tanker.
- In addition, a passenger version was developed on the basis of Antey.
Use in the national economy
For business purposes, the An-22 began to be tested at the stage of factory testing. In March, models 01-01 and 01-03 made more than 20 flights to the Tyumen region. At the same time, they transported large-sized mono-cargoes for geological and oil exploration, weighing over 625 tons: pumping units, gas turbine stations, bulldozers, devices for heating wells and other specific equipment.
In addition, Antey worked in Siberia, providing the construction of the Sudzhensk-Anzhero-Aleksandrovsk oil pipeline. The total raid time was about 240 hours per month. The chief designer even developed a special scheme for performing landings in unfamiliar territories. In this area, Yuri Vladimirovich received the copyright certificate. The method is to lower, touch the ground, then run and take off. Then the approach to the second circle and the final landing is performed. In November 1970, a crew of I. Davydov from Leningrad to Cape Schmidt delivered a diesel power station weighing 50 tons.
The use of Antei in the harsh conditions of the Far North showed high reliability of the aircraft. For example, under the direction of Kurlin, in 1970 a flight was made with two excavators (total weight - 60 tons). At the same time, take-off was carried out from a strip in Surgut, which was covered with a meter-long layer of snow.
The possibilities of landing on a swamp, the water in which was frozen by only 40 centimeters, as well as various loading options with testing the aircraft in conditions of increased flight intensity, were tested. Steel arches developed by Kurlin and Vasilenko showed excellent results. They were placed on a ramp and served for loading and unloading self-propelled tracked vehicles.
Accidents of the An-22
In July 1970, five Antey aircraft delivered humanitarian aid to the people of Peru, who suffered from a massive earthquake. 60 flights were made, about 250 tons of cargo were transported. At the same time, the first accident with the An-22 occurred. On July 18, model 02-07, heading to Lima, disappeared over the ocean 47 minutes after takeoff from the Icelandic Keflavik. On board was a cargo of medicines and 26 passengers. No crash radiograms have been reported from the crew. What happened?
A special coordination center was created to search for the side. As a result, a special liferaft and the remnants of packaging from medical preparations were discovered. Experts concluded that the accident could have occurred due to an explosion on board. There were other versions. However, the exact reasons could not be determined.
Considering how much the An-22 weighs, operating this machine requires high skill and a thorough check before departure. In December 1970, another accident occurred with Antei. Four units carried out a special task for the delivery of various goods to India, many regions of which were affected by the flood. 40 minutes after take-off from Pakistan, on the 02-05 modification, all four engines turned off. One of the engines managed to start and bring the car to the airport in Panagarh. However, the crew could not land the aircraft at high speed (150 km / h). Antei flew over almost the entire strip, collapsed and burned down. The Commission determined that the cause of the disaster was the breakage of the blade of one of the propellers.
After the accident in India, flights to the An-22 were resumed only in February 1971. A year later, the fleet of vehicles totaled 17 copies, which were operated domestically and abroad. The main areas of use are transportation of military equipment, as well as goods for national purposes for the northern regions.