An 26 military transport aircraft dimensions. Main technical parameters

Glider

An-26 cockpit, pilot's workplaces

Rear part of the cargo compartment with ramp and telpher

The cargo compartment is located from frame 7 to frame 33; there is a built-in conveyor in the cabin. On the section of the cargo compartment, four are installed on both sides. round windows... The window in the right (between frames 23-24) and left (14-15) side is combined with emergency hatches. A cargo hatch with a ramp is located between frames 33-40. A monorail is installed on the ceiling of the fuselage in the plane of symmetry, along which a telpher moves, intended for loading and unloading operations.

Power set and plating

The fuselage skin is made in the form of separate technological panels from duralumin sheets with a thickness of 0.8-1.8 mm. Sheathing sheets are attached to normal frames with rivets, and to stringers - by electric spot welding and K-4C glue.

Wing

The main source of alternating single-phase current 115 V, 400 Hz is the left generator GO16PCh8, the backup is the right generator GO16PCh8. Emergency power supply of this network in flight, as well as during ground maintenance with the engines inoperative, is provided by the PO-750 converter.

To supply aircraft consumers with three-phase alternating current of 36 V, 400 Hz, a PT-1000TsS converter is installed as the main power source. The reserve source is the ТС-310СО4А transformer, which is powered from the right alternator. The emergency power supply for the left pilot's attitude indicator and the GIK-1 compass is the PT-200Ts converter.

Characteristics

Specifications

• Crew: 6 people

(there are 5 people in training regiments, cadets perform the tasks of a mechanic)

• Passenger capacity: up to 38 personnel, or 30 paratroopers, or 24 wounded on stretchers.
• Wingspan: 29.20 m
• Height : 8.575 m
• Wing area: 74.98 m²
• Empty weight: 15850 kg
• Normal takeoff weight: 23000 kg
• Maximum takeoff weight: 24000 kg
• Fuel mass in internal tanks: 7080 Liters
• Power point : 2 × TVD AI-24 VT
• Engine power: 2 × 2820 (2 × 2074)
• Air propeller : AV-72T
• Screw diameter: 3.9 m
• Auxiliary power unit: 1 × TRD RU-19A-300
  • APU thrust: 1 × 800 kgf

Flight characteristics

• Maximum speed: 540 km / h
• Cruising speed : 435 km / h
• Practical range: 1100 km
• Ferry range: 2660 km
• Practical ceiling: 7300 m
• Climb rate: 9.2 m / s
• Takeoff run: 870 m
• Run length: 650 m

Armament

• Suspension points: 4 beam holders BDZ-34
• Bombs: caliber up to 500 kg

Additional specifications

Average fuel consumption per hour: 1190 kg / h

Modifications

An-26- basic model, vol. since 1968

An-26A- an aircraft intended only for landing landing. In 1971, 1 vehicle was reequipped, but it was not serially built.

An-26B- civil aircraft for container transport (1981). Built 116 vehicles

An-26B "Cyclone"- an airplane to fight thunderclouds. It features equipment for dispersing silver iodide and carbon dioxide granules. In 1987, 1 aircraft was reequipped at KiAPO.

An-26 "Vita"- sanitary transport. In 2001, 1 aircraft was converted for the Ukrainian Air Force.

An-26D- with two additional tanks, by order of the RF Air Force. 1 aircraft built in 1996.

An-26BRL- ice reconnaissance aircraft.

An-26K- experienced for testing the Kaira MiG-27 sighting station.

An-26 "Nelmo"- ice reconnaissance aircraft. Carries the Nelmo complex on board. In 1990, 1 aircraft was reequipped at KiAPO.

An-26P "Searchlight"- experienced to test the laser target illumination station. Notable for suspension nodes for high-precision missiles and bombs. 1 aircraft was manufactured in 1973.

An-26P- firefighter. 5 aircraft were converted, but in 1995 they were again converted into transport vehicles.

An-26RTR- a radio-technical reconnaissance aircraft. 42 aircraft were reequipped at ARZ No. 308.

An-26REP- experimental aircraft of electronic countermeasures. Distinguished by stations for setting active jammers SPS-151 and SPS-153 "Lilac", a device for creating infrared jamming ASO-2I-E7R. Made in a single copy in 1974.

An-26S- salon option.

An-26 "Sphere"- plane for research physical properties atmosphere. In 1991, 1 aircraft was re-equipped for the Academy of Sciences of Ukraine.

An-26Sh- a training aircraft for the primary training of navigators. 36 machines were built, delivered to the navigational schools of the USSR Air Force.

An-26M "Rescuer"- medical version, 2 aircraft were converted in 1977.

An-26RT- repeater plane, equipped with the station "Inzhir".

An-26-100- passenger version for 43 seats. Converted at aircraft repair plants. The reason for the re-equipment of transport aircraft was the development of the resource of the An-24 passenger aircraft.

An-26B-100- passenger version based on An-26B. Developed in 1999.

An-26KPA "Standard"("Calibrator") - an aircraft for checking the operation of aerodrome radio equipment (RTO). Since 1986, 20 serial machines have been re-equipped. The aircraft are in demand and are used for scheduled overflights of the RTO of all operating airfields, there is no replacement yet.

Due to its reliability and unpretentiousness in maintenance, the light transport aircraft with its wide rear hatch and a special ramp for loading and unloading was very convenient for transporting military equipment and troops over medium distances. The Soviets perfectly suited the needs of the Third World countries and were especially popular in Africa.

History of creation

In 1957, work began on a project for a new transport aircraft designed to replace the obsolete Li-2... First designed light transport vehicle under the designation An-24T passed factory tests, but the military did not accept it due to the short range, the plywood floor, which quickly fell into disrepair and the inability to load and drop military equipment.

Improved modification An-24T with a new floor and built-in conveyor, a device for loading under the ceiling of the cargo compartment and a tail hatch measuring 2.72 x 1.4 m, after tests in Kiev and Fergana, the military approved and, without waiting for the end of the tests, its serial production began at the Irkutsk aircraft plant.

The new transport vessel under the designation was designed in 1966. This vehicle was equipped with a special ramp for loading, unloading and landing. Three prototypes were built, the first one broke away from the strip of the factory airfield in Svyatoshino on May 21, 1969 with a crew under the control of test pilot Yu. Ketov. The need for such an aircraft was enormous, so it was mass-produced at a rapid pace of 14-15 aircraft per month.

An 26 aircraft design

The aerodynamic layout is a monoplane with a high wing with two turboprop engines, a vertical tail with a powerful fork and under-fuselage ridges with a stabilizer.

The wing of the aircraft consists of a center section and detachable parts, the geometric twist given to the wing allows the aircraft not to fall into a spin when the speed is lost. The average TBO of the wing is of a caisson type and, in fact, is the fuel tank. The wing mechanization consists of two-piece flaps and ailerons with trim tabs.

An-26 on the runway

The high position of the wing made it possible to reduce the likelihood of damage to engines and propellers due to hit foreign objects from the runway, and also provided the ability to bring the cabin floor to the ground, simplifying the loading / unloading of the aircraft.

The power plant consists of two AI 24VT turboprop engines and an auxiliary unit RU-19A-300, which is located in the left engine nacelle. RU-19A-300 is used for autonomous launch, for acceleration during takeoff and in case of failure of one of the engines. Air feathered propellers AV-72T have a reverse for braking the aircraft after landing.

Under the nose radiotransparent fairing is located Radar "Groza-26", which serves to review the earth's surface, navigation and warn the crew about powerful cumulus clouds and thunderclouds. The aircraft's crew consists of six people: two pilots and a navigator, a radio operator and a flight technician with a flight mechanic. The main task of the flight mechanic is to control the ramp and loading equipment on the ground when loading equipment and people, in flight - to open and move the ramp when landing.

The leading edges of the wing, tail unit and engine air intakes are protected from icing by hot air taken from the tenth stage of the power plant compressors. The four propeller blades have an electrical de-icing system.

One of the important parts is its ramp, which, when closed, ensures the tightness of the cargo compartment up to a height of 6 thousand meters. This original device serves as a ladder when loading equipment and people, when landing, it rolls back under the fuselage, and when loading and unloading from trucks, it is put in a rollback position. The ramp allows locking in any intermediate position.

The cargo compartment can accommodate 5.5 tons of cargo or 38 personnel, 30 paratroopers with equipment, in a sanitary version up to 24 wounded.

Flight performance of An 26

• Maximum speed - 540 km / h
• Cruising speed - 435 km / h
• Range - 2660 km
• Maximum altitude - 7300 m
• Takeoff distance - 870 m
• Landing distance - 650 m
• Plane length - 23.87 m
• Aircraft height - 8.57 m
• Wingspan - 29.2 m
• Empty aircraft weight - 15850 kg
• Maximum takeoff weight - 24 t
• Fuel quantity - 7080 l
• Engines - 2 x TVD AI-24VT
• Thrust - 2 x 2820 kgf
• Crew - 6 people

In addition, it could carry bombs with a caliber of up to 500 kg on four beam holders.

According to unofficial data from foreign sources, 130 aircraft were lost over the entire period of operation, which led to the death of 1316 people. The disaster that occurred on March 9, 2016, when a plane was transporting shrimp from Bangladesh, crashed into the sea. The crew consisted of four Ukrainian citizens. Three crew members were killed, one remains in critical condition.

Often used in cloud dispersal operations. The specially equipped side is equipped with systems for spraying liquid nitrogen, in the tail section of the aircraft fuselage there are special units for shooting cartridges with silver compounds.

After conducting an aerial reconnaissance of the meteorological situation, it flies out with reagents and begins to "sow" rain clouds. There is a reaction with reagents and precipitation, having reached a critical mass, falls out before reaching a certain territory.

Participated in the filming of the movie "The Expendables-3", in which the main characters were sent to complete assignments.

An-26 in the movie "The Expendables-3"

He was noted in the film "The Crew", on which the heroes of the film and other participants, playing fleeing people, escaped from the island enveloped in fire.

Video: An-26 fell into the sea off the coast of Bangladesh

Almost all the aircraft developed under the leadership of Oleg Konstantinovich Antonov were made with an eye on the possibility of their use in the army. The well-known An-24 passenger airliner with turboprop engines was no exception. Its military transport version received a special designation - An-26. This aircraft is still actively used for military purposes, and not only in Russia, but also in a number of other states. Quite a few of these "anans" have undergone a "reverse" alteration over time, turning into passenger liners for flights to regional lines... It is noteworthy that the An 26 aircraft surpassed its “progenitor” in the number of copies produced - 1403 such aircraft were made in total, that is, about 200 more than the An-24. Not every jet liner can boast of such a significant "circulation".

The history of the development of the An-26 passenger aircraft

The composition of the Soviet military transport aviation in the early 60s included several different types of vehicles, however, among them there were no short-range light aircraft capable of responding most flexibly to the rapidly changing situation in the combat area. It was this niche that the An-24T, which made its first flight in 1961, was supposed to fill. This car was mass-produced until 1969, it was actively sold abroad, but neither the designers nor the military liked the uncomfortable cargo hatch of the aircraft from the very beginning. Despite a number of improvements, this drawback persisted.

The cardinal solution to the problem was the introduction of a number of changes in the design of the all-metal fuselage of the aircraft. An original ramp was developed. Its main purpose is to close the large cargo hatch located at the rear of the vehicle. At the same time, the ramp could be used as a ladder through which cars entered, or it could be moved under the fuselage, fully opening the landing hatch.

The aircraft converted in this way received the designation An-26. In 1969, he first took to the air, and soon it was deployed and mass production, which lasted until 1986. The advantages of this machine compared to the An-24T were quite obvious, but the process of official adoption into service dragged on until 1975 due to a bias on the part of PS. Kutakhov, Commander-in-Chief of the Air Force.

In the late 90s, a special passenger modification of the aircraft was created, which received the designation An-26-100 (as well as An-26B-100). These machines were intended to replace the conventional An-24 on regional lines.

Description of the aircraft structure

An-26 is a twin-engine high-wing aircraft with one keel. The wing is straight at the root, trapezoidal closer to the tips. Two turboprop engines with a capacity of 2820 horsepower are installed under it. Fuel tanks are located inside the wing.

The elevators are equipped with trim tabs to facilitate aircraft control. Both pilots can turn them. The machine, like the An-24RV, is equipped with an auxiliary RU 19A-300 gas turbine engine. It is used to launch the main engines directly from the cockpit. In addition, it creates additional thrust during takeoff.

A distinctive feature of the An-26 design, along with the cargo compartment ramp, is the presence of a blister-fairing in the front left part of the fuselage, which covers the navigator's cockpit. Thanks to this detail, the aircraft visually differs from the An-24.

Inside the cargo compartment there is a telpher moving along a monorail fixed to the ceiling, as well as a special conveyor. These devices are made to speed up the so-called "landing drop". The carrying capacity of the An 26 made it possible to deliver cars to their destination, for example, GAZ-69, mortars and other military equipment.

Tactical and technical characteristics

Military transport versions of the An-26 could carry up to 38 "ordinary" passengers or 30 paratroopers in full combat gear, or 24 wounded (placed in a recumbent position on a stretcher). The capacity of the cars, converted into passenger aircraft, reached 43 people.

In the version of a light bomber, the aircraft was equipped with BDZ-34 beam holders, which allowed it to take up to four five hundred kilogram bombs. Of course, for the An 26, the carrying capacity characteristics are more important, but the "shock" use of the machine was considered quite seriously. In general, the performance characteristics of the aircraft are close to those of the "base" An-24.

Interior layout of An-26

An-26 was created as a multipurpose military transport aircraft. For this reason, its original "cabin" is just a cargo compartment in which people can be transported on folding metal "benches". There were also variants, equipped with a small number of more comfortable chairs, in which the "escorts" were accommodated. There was no toilet on board, and plastic bottles were used as a replacement.

In the An-26-100 version, the aircraft was equipped with passenger seats installed according to the 2x2 scheme in nine or eleven rows. The capacity, respectively, ranged from 35 to 43 people. The toilet was placed in the front of the cabin, to the right of the central longitudinal axis. This aircraft, of course, does not differ in special conveniences, noticeably losing in this respect even to the basic An-24.

Advantages and disadvantages

The main characteristics of the An-26 aircraft fully met the requirements of both Soviet and foreign military customers.

Among its advantages, in particular, included:

1. Ease of maintenance;
2. Possibility of operation on unpaved airfields. The performance characteristics of the An 26 allow it to take off and land even in conditions of "muddy" from the rains of the cover;
3. Convenience of loading and unloading the aircraft;
4. Ease of piloting - the machine can be operated by pilots of average skill;
5. Possibility of using for airborne landing of troops;
6. The presence of numerous special modifications;
7. The survivability of the structure - there were cases when the An-26 managed to make a successful landing after being hit by enemy missiles.

Some variants of this aircraft remain indispensable to this day, despite the emergence of new aircraft models.

The main disadvantage of the An-26 is its "old age". A significant part of the fleet of these aircraft has long since depleted its useful life. Passenger options are essentially a "forced improvisation", not providing the required level of comfort - there are not even luggage racks in the cabin.

Aircraft safety level

Over the years of operation, the number of lost An-26s was up to 144 units. This is a lot, however, it should be borne in mind that we are talking about a military aircraft. At least twenty of these vehicles were shot down during the fighting. "Ans" were destroyed with the help of MANPADS, they were hit by aircraft missiles fired by fighters, they became victims of air defense systems, and sometimes ordinary small arms. In addition, a significant number of accidents were associated with a violation of the maintenance schedule for the machine.

The most terrible plane crash of the An-26 was the collision of this plane with a passenger Tu-134 on May 3, 1985. Then a total of 94 people died, 13 of whom were on board the Antonov. The reason for this tragedy was the error of dispatchers.

The most recent major disaster was the fall of the An-26 of the Russian military space forces near the runway of the Syrian airfield Khmeimim on March 3, 2018. Then 39 people died, including 6 crew members. Investigation into this incident has not yet been completed, but presumably the cause was a malfunction of the equipment.

Aircraft modifications based on An-26

During the operation of the An-26, this machine was repeatedly subjected to various changes and alterations.

Sometimes such modified aircraft appeared in one or two copies, but there are other examples.

In particular, the following were built in relatively large series:

1. An-26Sh. 36 of these aircraft were used in Soviet schools, which trained navigators for military aviation... Training places are located in the cargo compartment, it is allowed to carry out bombing in polygon conditions;
2. An-26RT. A total of 42 such aircraft were transferred to the Air Force. They were originally intended for relaying radio signals. Some of the machines received equipment for determining the operating frequencies of the enemy radar and performing radio interceptions. The corresponding submodification is designated as An-26RR (as well as RTR);
3. An-32. The export version of the aircraft was originally created for the Indian Air Force and was supposed to operate in the highlands, based on flat airfields located in hot and humid climates. For the base An 26, the practical ceiling was insufficient for this. A total of 361 such aircraft were manufactured;
4. An-26ALK. 20 aircraft were manufactured, which are sometimes referred to as the "Calibrator". Onboard equipment allows monitoring the operation of RTO, equipment for aerodromes. These machines are still in use, and quite actively;
5. An-26B. Since 1981, 116 of these aircraft have been manufactured. They were designed to carry standard containers. Some of the cars were subsequently re-equipped for passenger transportation;
6. An-26-100 and An-26B-100. These modifications appeared due to the fact that a significant number of An-24 aircraft were decommissioned after the complete exhaustion of the resource, and they needed to be replaced. Both the basic version of the An-26 and the An-26B have been adapted for the carriage of passengers.

There were also a lot of "single" experimental modifications:

1. An-26P (aka "Searchlight"). A laser target illumination station was installed on board, which could be used to deliver strikes with high-precision weapons;
2. An-26K. The aircraft was intended to study the capabilities of the Kaira laser-television sighting station, which was being developed for the MiG-27 fighter-bomber. The revision was carried out too late - they managed to test the LTPS on the combat aircraft itself;
3. An-26 "Nelmo". This aircraft carried on board the equipment of the same name, created for ice reconnaissance;
4. An-26M. Modification of 1977, the machine was converted into a medical aircraft;
5. An-26REP. It is an An-26RTR converted into an electronic warfare aircraft. In addition, it was capable of creating infrared interference;
6. An-26D. Extended range modification, which is ensured by installing two additional tanks;
7. An-26B "Cyclone". This version of the aircraft received equipment capable of "dispelling" dangerous thunderclouds by spraying carbon dioxide and silver iodide;
8. An-26 "Vita" and An-26 "Ryatunchik". Designed to transport the wounded;
9. An-26A. Designed for the airborne troops;
10. An-26 "Sphere". Intended for the Ukrainian Academy of Sciences. It was assumed that the machine will help in the study of the Earth's atmosphere.

There were also An-26P fire planes (5 units), however, over time they were returned to their original "military transport" state. As a rule, alterations did not affect the carrying capacity of the vehicles in any way, but some variants had a slightly lower takeoff weight.

Aircraft companies

As of 2016, the military transport An-26 remained in the air force of twenty-seven countries. The Russian army then had 175 such aircraft at its disposal. Commercial operation of the An-26 passenger variants is carried out by the following airlines:

1. "Amur";
2. Angara;
3. "Kostroma Aviation Enterprise";
4. "Turukhan";
5. Khabarovsk Airlines;
6. KrasAvia;
7. IrAero;
8. Chukotavia;
9. Polar Airlines;
10. Petropavlovsk-Kamchatskoe Aviation Enterprise;
11. VASCO (Vietnam Air Services);
12. Constanta Airline;
13. Aerogaviota;
14. Tajik Air;
15. Air Urga.

Most of these companies are small regional carriers. As the resource of the remaining An-26s depletes, the gradual introduction of newer aircraft will be carried out.

If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.

May 17, 1928 - By the order for the management of Dobrolet in Irkutsk, the Office of the Siberian Air Lines was organized, with the subordination of the Buryat-Mongolian and Yakutsk Air Lines to it.

June 1928 - a hydroport was opened on the Angara, whose tasks were to provide air traffic along the Angara, Lena, Vitim rivers with the northern regions of the Irkutsk region and Yakutia (worked until 1943)

August 1932 - a land all-season air station was opened near the Red Barracks (the current location of the airport Irkutsk), the Moscow-Vladivostok air route was opened.

October 14, 1935 - the first administrative building of the airport with a control tower.

1935 - 9th Transport AO of the East Siberian UGVF (on the lines Irkutsk - Mogoga, Irkutsk - Krasnoyarsk)

November 1938 - an air terminal building with a control tower was built. Currently, this building houses an international air terminal.

May 14, 1938 - merging of the 9th and 10th AO into one 9th Transport AO located in Irkutsk, with the separation Irkutsk airport subordinate to the Chief of the Armed Forces of the UGVF. (Disbanded April 1, 1939)

September 1939 - in addition to the 232nd AO, the 233rd AO for special applications was organized in Irkutsk, in order to service National economy Irkutsk Region and Buryat-Mongolian Autonomous Soviet Socialist Republic (Order No. 335 of the Main Directorate of the Civil Air Fleet dated August 16, 1939)

1947 - flights to Bratsk, Nizhneudinsk, Kirensk, Bodaibo, Khuzhir, Taishet were opened. In October, assigned crews began flights on the route Irkutsk - Moscow.

January 1948 - regular round-the-clock flights on the routes Irkutsk - Moscow, Irkutsk - Bodaibo - Yakutsk.

September 1952 - the 133rd and 134th AO of the East Siberian TU GVF were formed

December 30, 1954 - a / p Irkutsk received international status. The first flight was made to Beijing.

September 15, 1956 - a passenger flight Moscow - Irkutsk on Tu-104 was opened. This was the first passenger jet flight in the country. To receive the flight, a new runway with a length of 2500 meters was built at the Irkutsk airport, taxiways, parking areas aircraft, new command center and other infrastructure facilities.

August 25, 1958 - The 133rd and 134th AO were merged into the 134th AO of the East Siberian TU GVF. (The 133rd AO was disbanded. In June 1964 the 133rd LO will be re-created in the Bodaibo OJSC).

December 24, 1962 - Irkutsk JSC was organized as part of: airport services, 134th, 190th and 201st JSCs.

April 1, 1992 - as a result of the reorganization of Irkutsk OJSC, Federal State Unitary Enterprise “Airport Irkutsk” was established.

The crash during the landing approach at the Khmeimim airfield in Syria.

According to the Ministry of Defense of the Russian Federation, the aircraft collided with the ground, not reaching about 500 m to the runway.

According to the military department, 32 people were killed - six crew members and 26 passengers. According to preliminary information, a technical malfunction could become the cause of the crash.

An-26 (according to NATO classification - Curl, "Whirlwind") - Soviet, later Russian multipurpose transport aircraft. Developed at OKB-153 (later - OKB named after O.K. Antonov, Kiev, Ukraine) in the 1960s on the basis of a transport modification passenger aircraft An-24. It differs from its predecessor in the large size of the cargo hatch with a redesigned tail section of the fuselage, increased take-off weight, and the presence of a lateral navigator "blister" - a window with a panoramic view.

The first flight was made on May 21, 1969 under the control of the crew of test pilot Yuri Ketov. Adopted by the USSR Air Force on May 26, 1975.

Production and modifications

The aircraft was produced from 1969 to 1986 at aviation plants in Kiev and Ulan-Ude. A total of 1,398 aircraft were produced, of which about 450 are still in operation.

There are several dozen modifications of the An-26, including the An-26RT repeater, the civilian version of the An-26B, the passenger version of the An-26B-100, etc. On the basis of the An-26, a military transport aircraft was created in the 1970s An-32. It was also produced in China at the Xi'an aircraft plant under the Y-7H-500 index.

Design and performance

An-26 is built according to the aerodynamic design of an all-metal cantilever twin-engine monoplane with a high wing, single-fin vertical tail.

• Wingspan - 29.2 m, length - 23.8 m, height - 8.58 m;
• maximum takeoff weight- 24 t;
• equipped with two AI-24VT turboprop engines (developed by the Progress ZMKB named after A. Ivchenko, manufactured by the Motorostroitel plant in the city of Zaporozhye, now Motor Sich) with a capacity of 2 thousand 820 horsepower each, as well as an auxiliary turbojet engine RU -19A-300 (MNPK Soyuz);
• maximum speed - 540 km / h;
• practical range - 2 thousand 550 km;
• practical ceiling - 7 thousand 550 m;
• crew - 5 people;
• payload - 5.5 tons of cargo or 40 paratroopers.

Operators

Currently, the main operators of the An-26 are the Armed Forces of the Russian Federation (over 100 aircraft), the Chinese Air Force (about 20 aircraft) and the Ukrainian Air Force (about 20 aircraft).