The An-2ZA variant of the An-2 (design bureau designation An-4) is intended specially for high-altitude meteorological research. The An-4 has a glazed position immediately in front of the tail fin for an observer. The ZA suffix standing for Zondirovanie Atmosfery, translatable as ‘air sampling’. The An-4 is able to maintain power up to 10,000m by the ASh-62IR engine has a TK supercharger mounted on the starboard side of the cowling. The spinner of the An-2 standard model is deleted to aid engine cooling, and the original ailerons have been replaced by an unslotted variety.
Over the years several efforts were made to improve the An-2 and several turbine engined versions have appeared.
ASTC (Antonov Aeronautical Scientific and Technical Complex) was the first to launch a turbine-powered variant. Design studies started in 1972 and in 1979 a photo was released of a modified An-2 (CCCP-30576) fitted with a 960 hp Glushenko TVD-10B turbine engine. Designated An-3, it was followed by a second test aircraft, now with a more powerful 1,430 hp Glushenko GTD-20. The upgraded variant was planned for production in several versions, but in the end no production aircraft were built.
The An-3T was more or less a revival of the An-3 and was developed by Omsk-based Polyot State Aerospace Enterprises, reportedly in co-operation with ASTC. The first An-3T made its maiden flight on February 10, 1998, powered by a 1,375 hp Omsk (Glushenko) TVD-20M turbine. The An-3T had several changes compared to the original An-3 such as the larger An-2M vertical tail, a extra partition between the cockpit and cabin, and was mainly intended for transport work, rather than as ag-plane. No new An-3Ts were built, but the twenty or so that were completed were modified from An-2 airframes which had sufficient structural life left. Plans for production of the An-3T in Poland were abandoned.
An-3T
The An-3-300 designation was reported for a 2012 joint-venture of Tyumen Plant no.26 (Russia) and engine manufacturer Motor Sich (Ukraine) for a Motor Sich MS-14 turbine engine powered version. The joint-venture fell through and instead the Antonov Company developed the An-2-100 which had a 1,500 hp MS-14 engine. A prototype first flew on July 10, 2013 and the upgrade was mainly aimed at the many An-2s that were still in operation in countries such as Belarus, Uzbekistan, Kazakhstan, Russia etc.
Designed originally for agricultural duties two prototypes of what became the An-2 were designated SKh-1 and the first example made its first flight on August 31, 1947. The type was developed by OKB-153 (Design Bureau 153) which was later named after Oleg Antonov. The prototypes had a 630-hp Shvetsov ASh-61, and ASh-62 respectively, radial engine with the latter being selected for production aircraft. With an all metal fuselage and fabric wings aft of the main spar, the aircraft can carry a crew of 2 plus 14 passengers. NATO code name ‘Colt’ and is designated in US DoD nomenclature as the “Type 22”.
Externally, the An-2 engine – powering a four-bladed propeller – is held in the extreme forward of the fuselage with the cockpit directly aft. The cockpit is heavily glazed and observation port windows can be seen along the fuselage sides. Wings are of an unequal span single bay biplane design, all metal construction, with fabric covering. Each wing is connected via a single large vertical strut making up a single wing bay and each wing has dihedral. The wings have full length automatic leading edge slats and ailerons droop with flap actuation to provide great STOL performance. Fuselage is of all-metal stressed skin semi-monocoque construction. The fuselage tapers slightly into the empennage which has a single large, smooth-edge vertical tail fin and stabilizers mounted to either tail fin side. Tail is a braced all metal structure with fabric covering. Wing area is 770 square feet total. Ailerons, rudder, and elevators are all manually controlled with pushrods and cables. Flaps and trim electrically operated.
The landing gear is of conventional configuration (tail wheel design) with split axle, long stroke oleo shock absorbers on the main mounts and a fully castoring and self centering tail wheel. The main landing gear legs feature wheel bogies angled inwards with each leg braced at two points along the underside of the fuselage. Brakes are pneumatically operated. Normally two pilots, but may be flown single pilot when no passengers are aboard.
The compressed air system has an 8 litre (490 cu.in) air cylinder at 49 bars (711 PSI) maintained by an engine driven AK-50M compressor and AD-50 relief valve. A pressure gauge is on pilot’s left hand console. A pressure reducer supplies 10 bars (145 PSI) for the main brakes. The Air Pressure is required for the pneumatic main wheel brakes, but can be used to charge the landing gear shock absorbing oleo-pneumatic struts when dry nitrogen is not available. A fitting is also available to fill the tires from this system. The 8 litre air cylinder can also be charged from appropriate ground support equipment.
The electrical system has a 24 VDC battery with engine driven generator to maintain charge. A Voltmeter and Ammeter are on the Instrument Panel. The 28 VDC generator requires at least 900-1000 RPM to kick in. 36 Volt 3 phase 400hz AC power, supplied by two convertors, is used to power the Russian Gyroscopic compass, Artificial Horizon and ADF.
Nine fire detectors are located throughout the engine compartment. If the Fire Warning Lamp light, the CO2 system can be activated by breaking the safety seal and pushing the button. The CO2 bottle has an electrically activated pyro-technic cartridge to release the CO2 into the collector. Portable CO2 Fire Extinguishers are normally installed in the cockpit and cabin as well.
The Oil System consists of a 125 litre (33 gal) max permitted 22 gal tank, suction pump and an external oil cooler with electrically controlled shutters. They use Aeroshell 100 Oil.
Accommodations are generally made for a crew of one pilot and cabin seating can hold an additional 12 passengers.
Almost 3600 An-2 were built at Kiev, ending in mid-1960s after limited manufacture of specialised agricultural An-2M. Production was transferred to PZL Mielec, Poland.
The An-2R developed and built by WSK-PZL in Poland was a special agricultar model. Introduced in 1964, it carried a fiberglass container for 1960 litre pesticides or 1350 kg fertilisers.
China acquired licence and has built Yunshuji-5 (Y-5) versions from 1957.China has produced many versions of the An-2 beginning with the Fong Shou-2 (“Harvester-2”). This was the first An-2 built to agricultural specifications. The Nanchang Y-5 is a transport version since taken over in production by Harbin with 727 examples delivered. Nanchang Y-5II was an agricultural form seeing production number 229. Shijiazhuang Y-5A was a light passenger model based on the An-2T and produced in 114 examples. The agricultural derivative became the Shijiazhuang Y-5B based on the An-2 SKh. The PLAAF makes use of the Shijiazhuang Y-5B(T) para-drop model. The Nanchang Y-5C is an amphibious version of the Y-5A while the Nanchang Y-5D is a bomber crew trainer. The Nanchang Y-5K became a VIP passenger transport seating five.
Y-5
By 1991 over 18.000 of the different types were built in the Ukraine (5000), Poland (12000) and China (1000). In 1994 the Polish manufacturer of the An-2, Meliec, produced a version which conformed to the US FAR 23 requirements.
The Antonov An-2 has seen combat action. It was debuted during the Korean War (1950-1953) and later in the Vietnam War – the latter by the North Vietnamese. Some An-2’s were converted from their traditional crop dusting roles to become make-shift bombers in the Croatian War of Independence (1991).
Notable operators of the An-2 have included Afghanistan, China, Cuba, East Germany (and Germany proper), Egypt, Georgia, Hungary, Iraq, Laos, Lithuania, Macedonia, North Yemen, North Korea, Poland, South Korea, Romania, Russia, Serbia, Somalia, Sudan, Syria, Turkey, Ukraine, Vietnam, Yemen and Yugoslavia.
The An-3 was originally considered as a turboprop development of An-2, but was offered as a midlife upgrade of the An-2 to have a turboprop engine and other improvements (first flown 1980).
Another organization working on a “better” An-2 is SibNIA (Siberian Aeronautical Research Institute) in Novosibirsk, Russia. In this version, the An-2MS (An-2MC in Russian) and later usually referred to as the TVS-2MS), the radial engine was replaced by an 1,100 hp Honeywell TPE331-12UHR turbine, driving a five-bladed Hartzell propeller. The first An-2MS/TVS-2MS was first flown on September 5, 2011 and by 2015 well over fifteen examples had been delivered by SibNIA and Rusaviaprom JSC, all built, from existing An-2 airframes retaining the An-2 wings and tail feathers.
An-2-100
An-2 04 was modified for meteorological research by the addition of an observation cockpit in front of the fin, and a turbo-supercharger on its Ash-621R radial engine.
On 19 July 1954 it established an FAI altitude record for its class of 11,248 m (36,880 ft).
There was even a ground effect version, the An-2e WIG.
There have been various attempts to modernise the AN-2 over the years;
Antonov An-2 (Colt) Engines: 1 x Shvetsov ASh-62IR 9-cylinder supercharged radial, 1,000 horsepower. Length: 40.68ft (12.4m) Wingspan: 59.71ft (18.20m) Height: 13.45ft (4.10m) Empty Weight: 7,275lbs (3,300kg) Maximum Take-Off Weight: 12,125lbs (5,500kg) Maximum Speed: 160mph (258kmh; 139kts) Cruise: 100-110 kt. Maximum Range: 525miles (845km) Rate-of-Climb: 700ft/min (213m/min) T/O roll: 220 ft. Service Ceiling: 14,750 ft (4,500m) Accommodation: 2 + 12
Engine: Shvetsov ASz-62 IR, 1000 hp max Propeller: 4 blade AW-2 Wing Span: 59 ft 8 in / 18.18 m or 14.2 m / 46 ft 7 in Length: 41 ft 9 in / 12.74 m Height: 4.1 m / 13 ft 5 in Total Wing Area: 256.6 sq.ft Upper wing area: 156.2 sq.ft Lower wing area: 100.4 sq.ft Empty weight: 7,600 lb Max Take Off weight: 12,125 lb / 5500.0 kg Max Landing weight: 11,574 lb Max fuel: 2,000 lb / 312 USG Oil Qty: 22 Gallons Max / 13 Gallons minimum to 18 Gallons normal Useful load max fuel: 2,525 lb Useful load half fuel: 3500 lbs VNE: 162 kt VFE: 70 kt Best Glide: 65 kt Maximum Speed: 139kt / 160 mph / 258 km/h Economy Cruise: 100kt / 115 mph Minimum Speed: 49kt / 56 mph Take-Off Speed: 43kt / 50 mph (15 degrees of flap) Landing Speed: 46kt / 53mph (30 degrees of flap) Stall Speed: 35-40kt (controlled descents are possible at 25kt / 30mph) Typical SL Take-Off to 50 ft: 1600 ft Minimum SL Take-Off Run: 560 ft Typical SL Landing distance 50 ft: 1400 ft Normal Range: 485nm / 900 km with 45 min. res Max Range: 550nm / 6 hours endurance Max SL Rate of Climb: 680 fpm Time to 14,425 ft: 30 min Service ceiling: 16404 ft / 5000 m Ceiling: 14,425 ft with 1,100 lb cargo Cross wind component: 8 kt with full flaps Max wind speed for taxy: 20 kt Cargo compartment: 13.5 ft long x 5 ft wide x 5.9 ft high Cargo compartment capacity: 398.25 cu.ft Cargo door opening: 4.5 ft wide x 5 ft high Crew: 2 + 16
An-2V floatplane Wingspan: 59 ft 7.5 in Wing area: 769.6 sq.ft Max speed: 153 mph TO dist: 260-330 ft Landing dist: 195-260 ft Min water depth: 32 in Max wave height: 20 in
During the 1940 occupation of Bessarabia, light tanks may have been dropped from a few meters up by TB-3 bombers, which as long as the gearbox was in neutral, would allow them to roll to a stop.
The biggest problem with air-dropping vehicles is that their crews drop separately, and may be delayed or prevented from bringing them into action. Gliders allow crews to arrive at the drop zone along with their vehicles. They also minimize exposure of the valuable towing aircraft, which need not appear over the battlefield. So the Soviet Air Force ordered Oleg Antonov to design a glider for landing tanks.
Instead of building a glider, he added a detachable cradle to a T-60 light tank bearing large wood and fabric biplane wings and a twin tail, the Antonov A-40 Krylya Tanka (Russian: крылья танка, meaning “tank wings”). Such a tank could glide into the battlefield, drop its wings, and be ready to fight within minutes.
One T-60 was converted into a glider in 1942, intended to be towed by a Petlyakov Pe-8 or a Tupolev TB-3. The tank was lightened for air use by removing its armament, ammunition and headlights, and leaving a very limited amount of fuel. Even with the modifications, the TB-3 bomber had to ditch the glider during its only flight, on September 2, 1942, to avoid crashing, due to the T-60’s extreme drag (although the tank reportedly glided smoothly). The A-40 was piloted by the famous Soviet experimental glider pilot Sergei Anokhin. The T-60 landed in a field near the airdrome, and after dropping the glider wings and tail, the driver returned it to its base.
Due to the lack of a sufficiently-powerful aircraft to tow it at the required 160 km/h (99 mph), the project was abandoned.
Crew: Two Capacity: 1 × T-60 tank Length: 12.06 m (39 ft 6¾ in) Wingspan: 18.00 m (59 ft 0¾ in) Wing area: 85.8 m2 (923.5 ft2) Empty weight: 2,004 kg (4,418 lb) Gross weight: 7,804 kg (17,205 lb)
The first aircraft designed by Oleg Konstantinovich Antonov (1924) was OKA-1 glider, followed 1926-1929 by OKA- 3 to 7. He continued to build gliders during and after the war. The An-2 “workhorse” biplane of 1946 (when Antonov Aviation Scientific-Technical Complex organization was founded), was used for passenger, freight, exploration, ambulance, and agricultural work; fitted with wheels, skis, or floats and license-built in Poland and China. At the Antonov Construction Bureau there lived a Ultralight Aircraft Department known for its creations: hang gliders Slavutich-UT, Sport-5 and trike T-2. These have been created according to aircraft requirements. The people working in the Department were able both to compute endurance of anything and to test a hang glider in CAGI wind-tunnel. In late 80s there started a co-operative trend and ITACO-CENTER co-operative was organised at the Ultralight Aircraft Department. This co-operative started to produce sports hang gliders C-14 and C-15, and about 150 of them were manufactured. Almost all members of USSR hang gliding national team used these hang gliders and attempts were made to sell these machines to the Western states and their certification in Germany was almost completed. In 1991 specialists of the Ultralight Aircraft Department organised Limited Liability Association Aeros and starting from November, began to manufacture new wings: sports hang glider Stalker-14 and wings for trike Stranger which became Aeros’ “business cards” for the few next years.
The Antonov A-7 won a design competition held in December 1940 for a “partisan transport glider.
In September 1941 the Germans were approaching Voronezh, but even under these circumstances the aviation factory continued to deliver Il-2 assault aircraft to the front. At the beginning of September 1941, the decision was made to evacuate Factory No. 18 and OKB-31 led by Moscaliov.
The new production base was established in the Siberian village of Zavodoukovsk, located in the Tyumen Oblast, where a new factory was organized that was numbered 499. AS Moscaliov was selected as director and main constructor.
Some time later the factory began to deliver the Antonov A-7 7-seater landing glider productions and a little later the A-2 training gliders, from the same manufacturer.
The single-seater A-15 is a high-performance Open Class design of all-metal construction like the A-11 and A-13 but considerably more refined than these earlier types, and capable of aerobatics, spinning and cloud flying. The prototype first flew on 26 March 1960 and the A-15 soon set up a number of records, including the World goal flight distance record of 443 miles / 714.023km in June 1960.
The mid-set wing has a single aluminium main spar of box section, and there is a 50 litre (13.2gal) water ballast tank built into the wing; wing covering is all-metal. The light alloy ailerons and Fowler flaps have plastic foam filling between the ribs, and there are lift spoilers on the wing upper surfaces. Small end-plate fairings called ‘salmons’ can be fitted on the wing tips. The fuselage is a light alloy semi-monocoque structure and the sideways-opening blown plastic canopy opens to starboard. The pilot’s back-rest and rudder pedals are adjustable, and there is provision for oxygen and radio. Landing gear consists of a retractable sprung monowheel with brake. The cantilever butterfly tail has an included angle of 90° between the tail surfaces; the tailplanes are of light alloy and the elevators of mixed alloy and wood construction with fabric covering.
Wing span: 17 m / 55 ft 9in Length: 7.2 m / 23 ft 5 in Wing area: 12.3 sq.m / 132 sq.ft Empty Weight: 300 kg / 661 lb Gross Weight: 380 kg/ 838 lb Wing Load: 30.89 kg/sq.m / 6.32 lb/sq.ft Water Ballast: 50 kg / 110 lb Aspect ratio: 24 Airfoil: NACA 64s618/633616 Max speed: 155mph / 135 kt / 250 km/h (in smooth air) Max aero-tow speed: 87mph Max rough air speed: 135 kt / 250 km/h Stalling speed 29.5 kt / 55 km/h MinSink @ 48.5kt (90kph): 0.63m (2.07ft)/sec Best glide ratio: 40:1 at 62 mph / 54 kt / 100 km/h Structure: Aluminium Alloy Seats: 1 No. Built: 350
Developed in parallel with the Antonov A-11, and making its first flight exactly a week before the latter, the A-13 utilises the same fuselage, undercarriage and tail unit as the A-11 married to a shorter span (39 ft 8.5 in) wing of lower aspect ratio for aerobatic training. This wing is very similar in construction to the A-11’s, with a single spar in the root and two spars in the outer wings, and fabric covering aft of the main spar, but flaps are not fitted and the fabriccovered ailerons are not slotted. There are lift spoilers in the upper surfaces. The shorter span wing results in a higher wing loading of 7.07lb/sq ft and a much higher minimum sinking speed of 3.74ft/sec.
Altogether about 350 examples of the A-11 and A-13 were built.
Lyulka has produced the small TS-31M turbojet, which weighing only 51 lb (23 kg) and affording a thrust of 121 lb (55 kgp), is used by the Antonov A13 powered glider.
A-13 Span: 39 ft 8.5 in Length: 19 ft 8.5 in Wing area: 112.4 sq.ft Aspect ratio: 13.8 Empty weight: 560 lb Max take-off weight: 794 lb Max speed: 217 mph (in smooth air) Max aero-tow speed: 124 mph Min sinking speed: 3.74 ft/sec at 60 mph Best glide ratio: 25:1 at 70 mph
A13-M Crew: one pilot Length: 6.4 m (21 ft 0 in) Wingspan: 12.1 m (39 ft 8 in) Height: 1.6 m (5 ft 3 in) Wing area: 10.4 sq.m (112 sq.ft) Aspect ratio: 14:1 Empty weight: 270 kg (600 lb) Gross weight: 360 kg (800 lb) Maximum speed: 400 km/h (250 mph) Maximum glide ratio: 25:1 Rate of sink: 1.1 m/s (220 ft/min)
The A-11, which first flew in prototype form on 12 May 1958, is a high-performance single-seater which of all-metal construction. The steamlined forward fuselage, housing the pilot under a blown plastic canopy, tapers to a slim boom carrying the cantilever butterfly tail, with an included angle of 90 degrees between the tail surfaces.
The A-11 is aerobatic and suitable for both spinning and cloud flying, and the mid-set wing has a single spar in the root and two spars in the outer wings. The leading edge is metal-covered, with fabric covering aft of the main spar. The fabric covered slotted ailerons can be drooped through 8 degrees to supplement the slotted flaps, and there are also lift spoilers on the wing upper surfaces. The monocoque fuselage has a retractable sprung monowheel and a rubber-mounted tailskid.
Altogether about 350 examples of the A-11 and A-13 were built.
A- 11 Span: 54 ft 1.5 in Length: 19 ft 8.5 in Wing area: 130.8 sq.ft Aspect ratio: 22.4 Empty weight: 648 lb Max take-off weight: 882 1b Max speed: 217 mph (in smooth air) Max aero-tow speed: 124 mph Min sinking speed: 2.43 ft/sec at 53.5 mph Best glide ratio: 32:1 at 60 mph
