Oleg Konstantinovich Antonov was destined to build passenger and transport aircraft. By the time he was appointed chief designer, all the most prestigious and seemingly promising directions domestic aircraft industry have already been distributed. The young talented engineer did not get the laurels of the creator of formidable strategic bombers, spectacular liners and fast fighters. Antonov's planes, nevertheless, became real symbols of Aeroflot; they also served the country's defense and in all respects turned out to be outstanding machines, workers of the sky. It is impossible to imagine Soviet aviation without them today.
The General's Path
Oleg Konstantinovich was born in the village of Troitse near Moscow in 1906. The son of a hereditary nobleman, he received the same education as many boys after Civil War, first at a vocational school and school, then at the university of Saratov. He became interested in designing aircraft at the age of eighteen, starting to design and build gliders. In 1933, Antonov was appointed chief designer of the Tushinsky aircraft plant, and in 1938, leading engineer of the Yakovlev Design Bureau. By the beginning of the war, he was already the chief designer of the Leningrad aircraft plant, then he became the first deputy of the “king of fighters” Yakovlev. At first post-war year Antonov is assigned to head the KB branch in Novosibirsk. A separate bureau was soon formed there, which in 1952 was transferred to Kyiv. All Antonov aircraft will be created in the capital of Soviet Ukraine, although the first of them took to the skies in Novosibirsk. The outstanding designer died in 1984.
"Annushka"
Immediately after the war national economy a special aircraft was required, and O.K. Antonov understood this very well. The airplane (helicopters were not yet widely used) was supposed to transport cargo, mail and carry out aerial agricultural work. There was no talk about transporting passengers, although, as subsequent events showed, this biplane was capable of transporting millions Soviet people. The car was designed in Novosibirsk by a team of enthusiasts led by a young leader, and the first pancake didn’t turn out well. The project met resistance from industry leaders, who considered a biplane with braces an anachronism in the mid-20th century. O.K. Antonov himself defended the idea in high offices. The An-2 aircraft outlived its critics for many decades, and several modifications were created on its basis, including a seaplane (An-4), a weather reconnaissance aircraft (An-6) and a version equipped with a turbo engine (An-3). The biplane (by the way, the largest mass-produced in the world) can carry up to 1.6 tons of cargo (or 10-12 passengers) at a speed of 180 km/h over a distance of up to 990 km.
An-8, An-10 and An-12
These Antonov aircraft marked the beginning of his activities in the field transport aviation and formed general style KB. Subsequently, projects built in Kyiv had a roughly similar monoplane design with a high wing. The first of them was the twin-engine An-8 (1954), sarcastically called by A. N. Tupolev “a good barn.” The fuselage was indeed spacious; it could accommodate a lot of useful cargo, the transportation of which became an urgent task Soviet aviation during the period of mass construction and development of remote regions. Further development of the project was the four-engine passenger airliner An-10 and the transport aircraft An-12. These Antonov aircraft entered the highway in 1955 and had similar characteristics: load capacity - up to 20 tons, speed - approximately 570 km/h, and range - 5.5 thousand km.
An-24 line
At the end of the fifties, Aeroflot's workhorses Il-14 and Li-2 required replacement. In 1958, the O.K. Antonov Design Bureau proposed a new airliner for medium routes - the An-24, which, unlike most previous models passenger aircraft, was not a bomber conversion, but was developed from the very beginning as a civilian aircraft. This affected the comfort, which was very good for that time. Such qualities as amazing reliability, efficiency and unpretentiousness both in maintenance and in terms of landing strips, determined the enormous popularity of the liner (it carried a third of all passenger traffic) and its high export potential. Many modifications were created on the basis of the An-24, for example, such as a transport version with a ramp (An-26), a high-altitude aircraft (An-38), an aircraft for aerial photography (An-30) and a military one (An-34), not counting ice scouts, headquarters boards and many other variations on a given theme. At the beginning of the third millennium, the aircraft was produced under license in China under the designation Y-7. It is very difficult to find a replacement, especially in polar aviation, so about a hundred copies are still in use today.
Giant Antonov transport aircraft, photos of which shocked the whole world
The Antonov Design Bureau skillfully created small aircraft, like the “Bee” An-14 (the subsequent modernized version was the An-28) with a cabin like a minibus, but it could also shock with truly cyclopean dimensions. The first sensation took place in Le Bourget in 1960, when the Antey An-22 passed over the heads of the stunned public at low altitude. No one had ever seen such a huge machine at that time. The take-off weight of this giant is more than two hundred tons, in flight it reaches a speed of 560 km/h and can deliver cargo over a distance of up to 5.5 thousand km.
But progress is constantly moving, and in 1982 the largest mass-produced transport aircraft, the An-124 Ruslan, was launched into production to this day. Its take-off weight reaches almost 400 tons, speed exceeds 800 km/h. But this is not the limit. In 1986, the An-225 Mriya aircraft with a take-off weight of up to 640 tons was successfully tested. Only two copies were built - this is a piece product, the need for which is irregular, so this giant did not go into series. When transporting particularly large and heavy cargo, foreign companies and government agencies rent an Antonov plane, the photos and dimensions of which are amazing.
KB named after O. K. Antonova today
After the collapse of the USSR, the aviation industry, previously unified, found itself fragmented and divided between the states that formed across the vast country. The Antonov Design Bureau became Ukrainian and had every chance of filling the large segment of the market for medium-haul airliners and transporters. But it happened differently. Political turmoil reduced cooperation between Russian and Ukrainian aircraft manufacturers to a minimum, and those developed back in Soviet years the samples, for various reasons, did not reveal their modification potential. The new Antonov-140 aircraft, which, according to the designers’ plans, was supposed to displace the “honored pensioners of union significance” of the An-24 line, never reached consumers, at least in the required quantities. The fate of both the An-148 short-haul passenger aircraft and the An-178 military transport aircraft is sad. It is still unknown whether the relatively new wide-body airliner An-218 will fly, but the general economic condition of the country does not inspire much hope.
In Ukraine, under a plausible pretext, the world famous one is being liquidated, and this process reflects the essence of the Ukrainian path to Europe. The main guidelines on this path are antihistory, anticivilization, antiindustrialization. Let's focus on the latter.
The Ukrainian government has created special commission, which will deal with the final liquidation of the Antonov concern in connection with its transfer to Ukroboronprom. Within two months, the enterprise and related structures will be disbanded. It seems that this is not destruction, but restructuring, which should strengthen the Ukrainian aviation industry and integrate it into the world market.
There are plans to produce a new An-178 transport aircraft. The Ukrainian side proposed that the Americans produce a joint model of the An-77, which could occupy a niche between the Lockheed C-130 Hercules military transport aircraft and the strategic Boeing C-17 Globemaster III. Kyiv also recommended to US President Donald Trump to use the Antonov as an aircraft. However, competing aircraft manufacturers are not needed in the West. The reality looks harsh.
Obviously, the painful transition of the Ukrainian aircraft industry under the roof of Ukroboronprom will not solve the problems.
And right is the dream that lied to them
Kyiv is full of illusions. In addition to Air Force One, it offers the United States space rocket engines(to replace Russian ones). However, after the explosion at the launch pad American rocket Antares with Ukrainian engines and a similar incident in the third minute of flight of the American Falcon 9 rocket with a Ukrainian modification of the Soviet NK-33 engine and aerospace ideas of Kyiv, and the Ukrainian defense industry in general.
This creativity was fully felt in the Chinese company Aerospace Industry Corporation of China (AICC). Immediately after the signing of the Cooperation Agreement on the An-225 Mriya program Ukrainian side denied the transfer of aircraft type certificate holder rights to China. Why did they sign the papers? Anthology of delusions.
True, in June 2017, we did see in the sky the An-132D demonstrator aircraft, produced jointly with the Saudi company Taqnia Aeronautics. About Riyadh's strange interest in Ukrainian developments. No wonder that Saudi Arabia has the right intellectual property and design drawings. The new aircraft has British propellers, American avionics, Canadian engines and much more from around the world. At the same time, experts believe that the An-132D demonstrator is not too different from the forty-year-old An-32. Probably its main advantage is the absence of Russian components.
Against this background, the failure of the An-148 program seems paradoxical - only four production aircraft have been produced in Ukraine over many years. Two of them sold North Korea, the rest are used in the interests of the top officials of Square. Today it’s simply hard to believe that in 2010, more than 240 enterprises from 14 countries interacted under the An-148 program.
Seemed promising collaboration for the An-178 military transport aircraft (the ratio of costs between Russia and Ukraine was 53% and 41%, respectively). The former head of the Antonov concern, Hero of Ukraine Dmitry Kiva, considered Russia the main strategic partner, assessed Russian market sales of 590 units of An-148 and 400 units of An-178 - until 2020. This is probably why the legendary aircraft designer found himself superfluous in the Ukrainian aircraft industry immediately after coup d'etat 2014 in Kyiv. Since last year, Dmitry Kiva has been living and working in Azerbaijan.
Until recently, the Antonov concern planned to produce unmanned aerial vehicles ordered by the Ukrainian Armed Forces. Will this task be accomplished under the roof of Ukroboronprom?
Siberian roots of "Ruslana"
Antonov has not received direct financial support from the state for many years of Ukrainian independence. As noted earlier, it survives due to repairs and modernizations and the work of the Antonov Airlines division. However, before last days The Antonov concern persistently sought to maintain the full cycle of design, production and after-sales support of modern aircraft(few countries in the world can boast of this). The enterprise united a design bureau, laboratories, an experimental plant, and a testing complex. And until 2014, in all respects it remained the best in the Ukrainian aviation industry.
In a word, a gigantic relic of the Soviet past, and even with the name of a Russian designer on board.
A year before the decision to liquidate, it became known: on the basis of the Antonov state enterprise, the Ukrainian state concern Ukroboronprom created within its structure a “truly European” aircraft manufacturing cluster, the Ukrainian Aircraft Corporation. Probably, the components of the current Ukrainian aviation industry will end up there - Antonov, Kharkov State Aviation manufacturing enterprise(KhSAPP) and "Plant 410 GA" (Kiev plant civil aviation). The future of complex instruments is in the inept or unselfish hands of the “children of the Maidan” “We are not only fully recovering, but filled with strength and energy,” the President of Ukraine told his fellow citizens. Fellow citizens were surprised. And the president was not surprised by this.
Still, it’s a pity that “Antonov” did not stay in Novosibirsk, where on May 31, 1946, an experimental design bureau was created at the aircraft plant under the leadership of Oleg Antonov. In 1952, the OKB was transferred to Kyiv, maintaining its specialization (military transport and passenger aircraft). It was a generous Siberian gift, which few people in Ukraine remember today.
Over the 70-year history of the enterprise, over 100 types of passenger, transport and specialized aircraft have been created. More than 22 thousand winged vehicles were built, including world-famous cargo giants Soviet period"Ruslan" and "Mriya".
For some reason, the last lines resemble an epitaph (without a shadow of gloating). Farewell, Antonov!
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Books
- Organizational risk management: Proc. village / G. D. Antonov. - M.: NIC INFRA-M, 2015. - 153 pp. - (VO. Bak.), Antonov G. D., Ivanova O. P., Tumin V. M.. Risk management of the organization: Uch. village / G. D. Antonov. - M.: NIC INFRA-M, 2015. - 153 pp. - (VO. Bak.)…
- Audiobook Metro 2033. Antonov. Unburied, Antonov. "Metro 2033" by Dmitry Glukhovsky - a cult science fiction novel, the most discussed Russian book recent years. Circulation - half a million, translations into dozens of languages, plus a grandiose...
State Enterprise "Antonov" is the largest aircraft manufacturing corporation in Ukraine.
About company
The current dynamic times require the introduction of advanced ideas and technologies into life. These are exactly the products that the Antonov State Enterprise produces and supplies to the market. It is named after its founder, the world-famous aircraft designer O.K. Antonov.
During its existence within the walls of the OKB named after. Antonov (later State Enterprise Antonov) developed and built more than a hundred types of transport, civil and specialized aircraft. The An brand received a total circulation of more than 22,000 copies. The company’s special pride is the creation and construction of aircraft of unprecedented sizes - “Ruslan” and “Mriya”, which set 270 records in the history of world aviation. Now these planes have become business card state-owned enterprises. In total, An aircraft set over 500 world records.
The aircraft manufacturer's history spans more than 60 years of fruitful activity. Today it is one of the few aircraft manufacturing companies with full cycle production - from pre-design laboratory research to design, development, construction, testing, serial production and after-sales service.
Another pride of the company is its highly qualified personnel. The Antonov State Enterprise employs about 12,000 employees, representing 198 specialties and professions. The scientific staff conducts research in 35 areas, in particular rare ones, such as materials science, avionics, thermal engineering, hydraulics, mechanics, aircraft strength and aerodynamics.
Main divisions:
An experimental design bureau engaged in design, research, certification, and support of serial production of aircraft.
Pilot production, the main task which consists in the production of experimental prototypes of aircraft.
Development and flight test base, where flight tests, development and certification of aircraft take place. It is also used for training flight and engineering personnel.
Service of advanced project specialists.
Antonov Oleg Konstantinovich
In addition to the above structures, the Antonov State Enterprise also includes:
1) air carrier "Antonov Airlines" - a company providing cargo deliveries to all regions of the world;
2) a branch located at the Antonov serial plant, where Antonov aircraft are assembled.
The complex of all these divisions allows us to qualitatively translate the designer’s idea into real aircraft.
Therefore, the Antonov State Enterprise supplies the market with fairly high-quality competitive products, including developments, which allows the company’s partners to modernize their own aircraft industry.
The company has a wide geography of foreign partner companies in 76 countries and is taking steps to improve the terms of cooperation.
Story
The founding date of the experimental design bureau No. 153 is 05/31/1946. According to the resolution of the Council of Ministers of the USSR and the Central Committee of the All-Union Communist Party of Bolsheviks, it was formed at the aircraft plant in Novosibirsk and was headed by Oleg Konstantinovich Antonov, who received the position of Chief Designer.
The design bureau immediately received the task of developing an agricultural aircraft. It was given the name An-2 and was first flown on 08/31/1947.
In the summer, OKB-153 personnel were relocated to Kyiv.
In 1953, the company was entrusted with a very difficult task - to create a military transport aircraft with two turboprop engines. As a result, the Antonov Design Bureau presented the An-8 aircraft. It was first flown on 02/11/1956.
The company began developing the An-10 and An-12 models in 1955. On March 7, 1957, the passenger An-10 was first flown into the air, and on December 16, 1957, the transport An-12 was lifted into the sky over the Irkutsk airfield.
The creation of the An-14 aircraft by OKB-153 began in 1956. The first flight on this aircraft was carried out on March 14, 1958.
For 1957-1959 The Antonov Design Bureau produced the An-24 passenger model, which was first flown on 10/20/1959.
In 1959, in the village of Gostomel, which is located in the Kyiv region, the construction of a base for conducting flight tests and development of aircraft began. After 30 years, a complex was obtained, which in terms of technical equipment was in no way inferior to the world's famous aircraft manufacturers.
In 1960, OKB-153 began work on the creation of the An-22 Antey. This was the first practice in the history of world aviation to build a wide-body aircraft. Antey was first flown into the sky on February 27, 1965.
In 1962, the designers were awarded the Lenin Prize for the development of the An-12, and O.K. Antonov was awarded the title of General Designer.
In the early 1970s, the enterprise team developed a project for the An-28 multi-purpose aircraft, which made its first flight on January 29, 1973.
Also during these years, within the walls of OKB-153, work began on the design of the first aircraft with a turbojet bypass power plant - the An-72. The plane took off on August 31, 1977. It became the basis for the development of the An-74 aircraft, which first took off on September 29, 1983. In 1971, the bureau team began work on the creation of the An-124 “Ruslan” long-range heavy transport aircraft, and on December 24, 1982 this machine was lifted into the air.
On April 4, 1984, the founder of the bureau, O.K., died. Antonov. On May 15, 1984, P.V. received the position of General Designer. Balabuev. On 10/19/1984 the enterprise began to bear the name O.K. Antonov.
In 1984, work began on the creation of a universal super-heavy transport aircraft, the An-225 Mriya. The first flight of the Mriya took place on December 21, 1988. In May 1989, the An-225 with a Buran on an external sling conducted flights over Baikonur, and in June of the same year attended the Le Bourget air show. IN present time The aircraft carries out orders for commercial cargo transportation as part of Antonov Airlines. This air carrier was founded as a division of ASTC named after. OK. Antonov in 1989
Having completed the creation of the An-225, the team began developing the An-70 transport model. The first flight of this device took place on December 16, 1994. At the same time, it was possible to build a light multi-purpose aircraft, the An-38.
In 1993, work began at ANTK Antonov on the An-140 regional airliner. Its first flight was carried out on September 17, 1997.
In the 2000s, the company created a new passenger regional aircraft, the An-148, which was first flown on December 17, 2004.
Currently, work is underway to modernize the An-158 model into the An-178 and develop other aircraft.
Non-core products
ANTK "Antonov" in different time was also involved in the development of non-core products. The most significant work was in the field of ground transport. The airline's designers implemented their ideas in the construction of a series of sports cars based on the GAZ M-21 Volga and Moskvich-407 models. The new cars acquired the name “Kyiv-Sport”. The car was equipped with a space frame, the material for which was thin-walled steel pipes. The car's body panels were made from aircraft-grade duralumin. A total of 3 Kyiv-Sport cars were built in different configurations. One of the cars, equipped with a Gas-21 engine, has been preserved to this day.
In 1980, having extensive knowledge in the field of aerodynamics, the company’s specialists developed carbon fiber bobsleigh bobs, which were used by athletes of the USSR and Ukraine at the Winter Olympics in 1984 and 1994.
Also separate divisions took part in the development of advanced carbon fiber bicycle frames. It was on bicycles with frames from ASTC that Ukrainian athletes took gold at the World Championships in 1996.
Also in the early 1990s, the company carried out developments to create urban transport. The technical documentation for the K12 Kyiv trolleybus was transferred to the Aviant plant from ANTK, which began to be mass-produced there until 2002.
In a joint project of the Antonov State Enterprise and the Lugansk Diesel Locomotive Plant, an experimental version of a low-floor tram using an LT-10A aluminum body was built, but the high cost did not allow serial production of this model to begin.
In 2014, ANTK Antonov built an armored vehicle, which was sent to the ATO zone.
Antonov aircraft:
 |
| An-3 |
| An-4 |
| An-6 |
| An-8 |
| An-14 |
| An-28 |
| An-30 |
| An-38 |
| An-40 |
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