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26-615: Development of a four-engined airliner intended for use on routes from 500 to 2,000 kilometers (310 to 1,240 miles) began at the end of 1955. Inspired by the Izdeliye N ( Izdeliye – article or product) passenger version of the Antonov An-8 , the Antonov design bureau developed the Izdeliye U ("U" for "Universal"), a four-engined aircraft with a similar layout to the An-8, but with increased dimensions and

52-945: A circular-section pressurised fuselage. Early in the design process the choice of engines was between the Kuznetsov NK-4 and the Ivchenko AI-20 , and despite superior performance the Kuznetsov NK-4 was eliminated and the Ivchenko AI-20 selected, partly due to the Central Committee of the Communist Party of Ukraine, which wanted as many as possible produced in Ukraine, where the Ivchenko factory was. The first prototype flew on 7 March 1957, revealing poor directional stability which led to

78-486: A taller vertical fin, and later to hexagonal auxiliary fins at the tips of the tailplane. Entering production at Zavod (factory) No.64, Voronezh in 1957, the initial three aircraft were delivered with Kuznetsov NK-4 engines, due to non-availability of the Ivchenko AI-20 engines. From 1958, production aircraft were delivered with the Ivchenko AI-20A engines which boasted a longer service life and performance comparable to

104-413: Is a Soviet-designed twin- turboprop , high-wing light military transport aircraft . In December 1951, OKB-153 initiated the design of a twin-engined assault transport aircraft, designated DT-5/8 ( Desahntno-Trahnsportnyy [samolyot] – assault transport aircraft), to be powered by two Kuznetsov TV-2 turboprop engines, and fitted with a large rear cargo door to allow vehicles to be driven straight into

130-685: The Antonov An-8 medium military transport, the An-10 civil airliner and military paratroop transport, as well as the Antonov An-12 military cargo transport. On 16 November 1959 CCCP-11167 crashed on final approach near Lviv due to icing. On 22 April 1962 an An-10A piloted by A. Mitronin achieved a world record 500 km closed loop speed record averaging 730.6 kilometres per hour (454.0 mph). On 26 February 1960, at Lviv Danylo Halytskyi International Airport, CCCP-11180 crashed due to reduced longitudinal stability and control authority caused by icing of

156-521: The Invasion of Czechoslovakia in 1968. Others were used as electronic reconnaissance aircraft, and one aircraft was used for air sampling following Chinese nuclear testing in 1966. They continued in large-scale use on frontline military duties in the Soviet Air Force until the 1970s, when many were later transferred to Aeroflot for use as freighters. Following a series of accidents in the early 1990s,

182-645: The USSR that crashed on 18 May 1972 while descending to land in Kharkiv , killing all 122 passengers and crew aboard the Antonov An-10 . The Antonov An-10A , registration СССР-11215 (factory number 0402502, MSN 25-02), was manufactured at the Voronezh Aviation Plant on 3 February 1961. On 7 February 1961 it was delivered to Aeroflot 's Kharkiv division. It was equipped with 4 turboprop Ivchenko AI-20 engines. At

208-434: The airworthiness certificate and support for the type in 2004, ending legal use of the aircraft. Data from Airlife's World Aircraft General characteristics Performance Armament Aircraft of comparable role, configuration, and era Related lists Aeroflot Flight 1491 Aeroflot Flight 1491 was a scheduled domestic passenger flight from Moscow-Vnukovo Airport to Kharkiv Airport in

234-502: The An-10 experienced 15 accidents, with 373 fatalities. The An-10 carried more than 35 million passengers and 1.2 million tons of cargo. Data from Soviet Transport Aircraft since 1945, Jane's all the World's Aircraft 1970–71 General characteristics Performance Related development Aircraft of comparable role, configuration, and era Related lists Antonov An-8 The Antonov An-8 ( NATO reporting name : Camp )

260-600: The An-8 was withdrawn from use in Russia. This did not mean the end of the An-8, however as a number were sold overseas with a few aircraft observed flying in the Middle East and in Africa , particularly Liberia , DR Congo and Angola until around 2010, (especially airlines associated with the Russian businessman and convicted arms dealer Viktor Bout ), despite Antonov having withdrawn

286-463: The Aviation Day air display at Tushino Airfield on 18 August that year. Following State acceptance trials, production was not recommended due to poor spin characteristics, directional stability and control issues, nosewheel shimmy, poor controllability when landing in crosswinds above 6 m/s (12 kn) and also phugoid oscillations in all three axes which were difficult to control and made piloting

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312-623: The Kuznetsov engines. The new aircraft was displayed to the public for the first time in July 1957; the design was approved for mass production after testing was completed in June 1959. Aeroflot began operations with the An-10 from 22 July 1959 on the Moscow – Simferopol route. Configured with 85 seats, the cabin was spacious and well-appointed with comfortable seats widely spaced, giving plenty of legroom, but due to

338-627: The TV-2 engines with Ivchenko AI-20 D turboprop engines, which had the added benefit of reducing the empty weight by 3 tonnes (6,600 lb). These changes resulted in the modified aircraft being ordered into production at the GAZ-34 factory in Tashkent . The new design required the use of new production techniques, such as stamping and forging of large high-strength parts, extrusion of long sections, chemical milling of large skin panels and other new techniques. Given

364-492: The aircraft could carry a range of vehicles (including ASU-57 assault guns , BTR-40 or BTR-152 armoured personnel carriers ) or artillery pieces. The aircraft was fitted with a tricycle undercarriage with main gear units housed in pods on either side of the fuselage, and an upswept rear fuselage providing clearance of the tail unit for loading and unloading. The aircraft made its first flight on 11 February 1956 from Sviatoshyn Airfield , Kyiv and made its public debut at

390-484: The flight deck. Flight 1491 took off from Moscow-Vnukovo Airport at 10:39 en route to Kharkiv in the Ukrainian SSR . While descending from its cruising altitude of 7,200 metres (23,600 ft) to an altitude of 1,500 metres (4,900 ft), the aircraft suffered structural failure resulting in the separation of both wings. The fuselage then plunged into a wooded area, killing all 114 passengers and 8 crew onboard

416-574: The hold. On 11 December 1953, the Soviet Council of Ministers issued directive No.2922-1251 to the Antonov OKB, requiring them to build a twin-turboprop transport aircraft derived from the DT-5/8. Bearing the in-house designation Izdeliye P the resulting aircraft had a high wing carrying two turboprop engines, atop a rectangular-section fuselage which could carry 60 troops or 40 passengers. Alternatively.

442-566: The low cabin floor and wide diameter, there was much unusable space which limited baggage and cargo volume. The inefficient use of cabin volume contributed greatly to the low payload/TOW ratio which was much lower than that of the contemporary Ilyushin Il-18 , but which was still higher than the Tupolev Tu-104 . A later production version, the An-10A , addressed some of the efficiency concerns by increasing

468-500: The number of seats from 85 to 89 and 100 (in the two versions of the An-10A), then to 117–118 and finally 132 through reducing seat pitch and changing the cabin layout. Powered by Ivchenko AI-20K engines the An-10A demonstrated superior performance and an increased maximum payload of 14.5 Tonnes (31,970 lb). The auxiliary endplate fins eventually gave way to improved splayed ventral fins under

494-444: The prototype tiring. As well as the aerodynamic faults, the TV-2 engines were unsuitable, being unstable at high altitudes and difficult to start, as well as having a short service life. The Antonov OKB set about rectifying these faults with increased-area vertical and horizontal tail surfaces, anti-spin strakes on the upper rear fuselage sides, deleting the wing leading-edge slats , adding local structural reinforcements and replacing

520-414: The rear fuselage. The directional stability was better and the new ventral fins also improved longitudinal stability at high g and on landing approach, as well as delaying the onset of Mach buffet to M0.702. Due to being placed in an area of flow separation, the new ventral fins caused unpleasant vibrations. Following results of flight tests and at least two fatal crashes, an effective tailplane deicing system

546-453: The service designation An-8, the new transport was built in the GAZ-34 factory in Tashkent from 1957 to 1961, as a larger-capacity replacement for the earlier Lisunov Li-2 (DC-3), with a large unpressurized hold, a manned tail gun position, chin radome for navigation/mapping radar and a glazed nose for the navigator. A total of 151 An-8s were built in Tashkent. The first production aircraft

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572-558: The tailplane. Military use of the An-10 was fairly extensive with 45 An-10TS built for the VTA, 16 flown exclusively by military units and the remaining 38 loaned to the Ministry of Civil Aviation, as well as the flyable aircraft remaining after withdrawal from Aeroflot service. On 18 May 1972, while descending to Kharkiv International Airport an An-10 crashed , killing eight crew and 113 passengers. An investigation revealed fatigue cracking of

598-541: The time of the accident, the aircraft accumulated 11,105 flight cycles and 15,483 flying hours. The flight crew responsible flying the aircraft was from the 87th Flight Squad (Kharkiv United Squadron). Captain Vladimir Vasiltsov was in charge of this flight; first officer Andrei Burkovskii, navigator Aleksandr Grishko, flight engineer Vladimir Shchokin, and radio operator Konstantin Peresechanskii were also in

624-636: The wing centre section stringers on many of the remaining aircraft. Following this accident, Aeroflot ceased operating the An-10. After withdrawal from Aeroflot service on 27 August 1972, 25 An-10A aircraft which were in good condition were transferred to the VVS ( Soviet Air Force ) and other MAP (Ministry of Aircraft Production) units, until retired by 1974. The type's very last flight was completed by 1983. A few examples have been preserved as exhibits in museums, and several have been converted into children's theatres (at Kyiv, Samara and Novocherkassk). Over its life,

650-544: Was retrofitted to all remaining aircraft. A total of 104 aircraft were built, including the prototype and static test airframes, entering service with the Ukrainian Civil Aviation Directorate of Aeroflot from 27 April 1959, proving popular due to large cargo volume (when fitted with reduced seating) and excellent field performance, making the aircraft suitable for use on small undeveloped airfields. The Antonov Bureau simultaneously developed and produced

676-613: Was rolled out in December 1958 incorporating de-rated AI-20D engines, (the initial production AI-20D was found to be incapable of delivering the specified power), modified undercarriage control systems, fuel vents, pressurization and de-icing systems, as well as thicker gauge skin in the propeller plane of rotation and increased rudder range of movement. The majority of An-8s built served in the Soviet Air Forces, with two An-8s being used to land special forces to seize Plzeň airport during

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