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ANTONOV State Enterprise
Native name
Державне підприємство “Антонов”
State-owned company
Industry Aerospace and defence
Founded 31 May 1946; 73 years ago
Founder Oleg Antonov Edit this on Wikidata


Key people
Oleksandr Donets (president of the enterprise)[1]
  • Aircraft for various applications
  • Aircraft maintenance
  • Cargo air transport
Number of employees
13,700 (2014)
Parent Ukroboronprom
Website www.antonov.com

Antonov State Enterprise (UkrainianДержавне підприємство “Антонов”),[2] formerly the Aeronautical Scientific-Technical Complex named Antonov (Antonov ASTC) (UkrainianАвіаційний науково-технічний комплекс імені Антонова, (АНТК ім. Антонова)), and earlier the Antonov Design Bureau, is a Ukrainian aircraft manufacturing and services company. Antonov’s particular expertise is in the fields of very large aeroplanes and aeroplanes using unprepared runways. Antonov (model prefix “An-“) has built a total of approximately 22,000 aircraft, and thousands of its planes are currently operating in the former Soviet Union and in developing countries.[3]

Antonov StC is a state-owned commercial company. Its headquarters and main industrial grounds were originally located in Novosibirsk, and were later transferred to Kiev.[4] On 12 May 2015 it was transferred from the Ministry of Economic Development and Trade to the Ukroboronprom (Ukrainian Defense Industry).[5]

In June 2016, Ukraine’s major state-owned arms manufacturer Ukroboronprom announced the creation of the Ukrainian Aircraft Corporation within its structure, to combine all aircraft manufacturing enterprises in Ukraine.


Soviet era[edit]

Antonov An-2, mass-produced Soviet utility aeroplane.

Foundation and relocation[edit]

The company was established in 1946 at the Novosibirsk Aircraft Production Association as the top-secret Soviet Research and Design Bureau No. 153. It was headed by Oleg Antonov and specialised in turboprop military transport aircraft. The task was to create an agricultural aircraft CX-1 (An-2), the first flight of which occurred on August 31, 1947. The An-2 biplane was a major achievement of this period, with hundreds of these aircraft still operating as of 2013.[6] In addition to this biplane and its modifications, a small series of gliders A-9 and A-10 were created and built in the pilot production in Novosibirsk. In 1952, the Bureau was relocated to Kiev, a city with a rich aviation history and an aircraft-manufacturing infrastructure restored after the destruction caused by World War II.

First serial aircraft and expansion[edit]

An-12Cold War-era tactical transport, in flight.

47-year-old An-12 still in operational condition in 2011.

The 1957 introduction of the An-10/An-12 family of mid-range turboprop aeroplanes began the successful production of thousands of these aircraft. Their use for both heavy combat and civilian purposes around the globe continues to the present; the An-10/An-12 were used most notably in the Vietnam War, the Soviet–Afghan War and the Chernobyl disaster relief megaoperation.

In 1959, the bureau began construction of the separate Flight Testing and Improvement Base in suburban Hostomel (now the Antonov Airport).

In 1965, the Antonov An-22 heavy military transport entered serial production to supplement the An-12 in major military and humanitarian airlifts by the Soviet Union. The model became the first Soviet wide-body aircraft, and it remains the world’s largest turboprop-powered aircraft. Antonov designed and presented a nuclear-powered version of the An-22. It was never flight tested.

In 1966, after the major expansion in the Sviatoshyn neighbourhood of the city, the company was renamed to another disguise name: “Kiev Mechanical Plant”. Two independent aircraft production and repair facilities, under engineering-supervision of the Antonov Bureau, also appeared in Kiev during this period.

Prominence and Antonov’s retirement[edit]

Antonov An-24, the Soviet Union’s most common regional airliner.

In the 1970s and early 1980s, the company established itself as the Soviet Union’s main designer of military transport aircraft with dozens of new modifications in development and production. After Oleg Antonov’s death in 1984, the company was officially renamed as the Research and Design Bureau named after O.K. Antonov (Russian: Опытно-конструкторское бюро имени О.К. Антонова) while continuing the use of “Kiev Mechanical Plant” alias for some purposes.

Late Soviet-era: superlarge projects and first commercialisation[edit]

An-225 is the largest operating aircraft in the world.

In the late 1980s, the Antonov Bureau achieved global prominence after the introduction of its extra large aeroplanes. The An-124 “Ruslan” (1982) became the Soviet Union’s mass-produced strategic airlifter under the leadership of Chief Designer Viktor Tolmachev.[citation needed] The Bureau enlarged the “Ruslan” design even more for the Soviet space shuttle programme logistics, creating the An-225 “Mriya” in 1989. “Mriya” is still the world’s largest and heaviest aeroplane.

The end of the Cold War and perestroika allowed the Antonov company’s first step to commercialisation and foreign expansion. In 1989, the Antonov Airlines subsidiary was created for its own aircraft maintenance and cargo projects.

Independent Ukraine[edit]

Antonov Design Bureau remained a state-owned company after Ukraine achieved its independence in 1991 and is since regarded as a strategic national asset.

Expansion to free market[edit]

Rollout of the first serially-produced An-148 at Antonov’s hangar in Kiev, 2009. An An-124 under maintenance seen in the far corner of the hangar.

Since independence, Antonov has certified and marketed both Soviet-era and newly developed models for sale in new markets outside of the former soviet-sphere of influence. New models introduced to serial production and delivered to customers include the Antonov An-140Antonov An-148 and Antonov An-158 regional airliners.

Among several modernisation projects, Antonov received orders for upgrading “hundreds” of its legendary An-2 utility planes still in operation in AzerbaijanCuba and Russia to the An-2-100 upgrade version.[6]

In 2014, following the annexation of the Crimea by Russia, Ukraine cancelled contracts with Russia, leading to a significant income reduction in Ukraine’s defense and aviation industries.[7] However Ukraine has been slowly recovering the deficit from breaking ties with Russia by entering new markets and expanding its presence in old ones such as India.[8][9][10][11] [12][13][14]

In July 2018 Antonov was able to secure a deal with Boeing in order to procure airplane parts which were no longer available due to breakdown of relations with Russia.[15]

Production facilities’ consolidation[edit]

During the Soviet period, not all Antonov-designed aircraft were manufactured by the company itself. This was a result of Soviet industrial strategy that split military production between different regions of the Soviet Union to minimise potential war loss risks. As a result, Antonov aeroplanes were often assembled by the specialist contract manufacturers.

In 2009, the once-independent “Aviant” aeroplane-assembling plant in Kyiv became part of Antonov, facilitating a full serial manufacturing cycle of the company. However, the old tradition of co-manufacturing with contractors is continued, both with Soviet-time partners and with new licensees like Iran‘s HESA.[16]

In 2014, the Antonov produced and delivered only two An-158 airplanes.[17] This trend continued onto 2015, producing one An-148 and one An-158.[18] In 2016, no aircraft were produced or delivered to clients, though the company has plans to start up production in 2017.[18]

Antonov/Taqnia An-132 roll out ceremony in Kiev, 20 December 2016

In June 2016, Ukraine’s major state-owned arms manufacturer Ukroboronprom announced the creation of the Ukrainian Aircraft Corporation within its structure, thereby combining all aircraft manufacturing enterprises, including the assets of Antonov into a single cluster, according to Ukroboronprom’s press service.[19]

On 19 July 2017, the Ukrainian government approved the liquidation of Antonov’s assets,[20][21] starting with closing down three factories in Kiev and Kharkiv.[22] The State Concern “Antonov” (a business group, created in 2005 from the merger of several legally independent companies into a single economic entity under unified management) will be liquidated as a residual corporate entity. Antonov State Company, Kharkiv State Aviation Manufacturing Enterprise and Plant No.410 of Civil Aviation were transferred under the management of another state-owned concern Ukroboronprom in 2015. Antonov State Company continues to function as an enterprise.[23]



Products and activities[edit]

LT-10 tram

Kiev-12 trolley bus

Fields of commercial activity of Antonov ASTC include:

Major contractors and partners[edit]

Contract and licensee manufacturers[edit]

Chief designers[edit]


Antonov’s aeroplanes (design office prefix An) range from the rugged An-2 biplane (which itself is comparatively large for a biplane) through the An-28 reconnaissance aircraft to the massive An-124 Ruslan and An-225 Mriya strategic airlifters (the latter being the world’s heaviest aircraft with only one currently in service). Whilst less famous, the An-24An-26An-30 and An-32 family of twin turboprop, high winged, passenger/cargo/troop transport aircraft are important for domestic/short-haul air services particularly in parts of the world once led by communist governments. The An-72/An-74 series of small jetliners is slowly replacing that fleet, and a larger An-70 freighter is under certification.

The Antonov An-148 is a new regional airliner of twin-turbofan configuration. Over 150 aircraft have been ordered since 2007. A stretched version is in development, the An-158 (from 60–70 to 90–100 passengers).

The Antonov/Taqnia An-132 is a twin-engined turboprop under development as of 2018.

Aircraft Name Maiden flight Remarks
A-40 Krylaty Tank 2 September 1942 Winged tank
An-2 Kukuruznik 31 August 1947 multi-purpose, biplane, single-engine utility transport.
An-2-100 Kukuruznik 10 July 2013 An-2 upgrade version refitted with Motor Sich kerosene-fueled engine (instead of original avgas).[6]
An-3 13 May 1980 turboprop conversion of An-2
An-4 31 July 1951 float-equipped An-2
An-6 Meteo 21 March 1948 weather reconnaissance aircraft based on An-2
An-8 11 February 1956 medium military transport
An-10 Ukraina 7 March 1957 medium turboprop-powered airliner
An-11 Motorised variant of the A-11 glider
An-12 16 December 1957 military turboprop-powered transport, developed from An-10
An-13 1962 Light aircraft developed from the A-13M motor glider
An-14 Pchelka 14 March 1958 light twin-engine transport
An-20 light turbocharged piston engine aircraft, developed from Cessna 210[citation needed]
An-22 Antei 27 February 1965 extremely large turboprop transport
An-24 20 October 1959 twin-turboprop airliner
An-26 21 May 1969 twin-turboprop transport, derived from An-24
An-28 September 1974 twin-turboprop light transport, developed from An-14
An-30 21 August 1967 An-24 adapted for aerial photography and mapping
An-32 9 July 1976 twin-turboprop hot-and-high transport, up-engined An-26 airframe
An-34 4 September 1961 military transport developed from An-24
An-38 23 June 1994 twin-turboprop light transport, stretched An-28
An-40 cancelled military transport developed from An-12
An-44 cargo aircraft project developed from An-24
An-50 cancelled airliner project, developed from An-24V
An-51 civil piston utility aircraft
An-52 light twin-piston aircraft
An-70 16 December 1994 large military transport, powered by four propfan engines, to replace An-12
An-71 12 July 1985 naval AWACS development of An-72
An-72 Cheburashka 31 August 1977 STOL transport, utilising the Coandă effect
An-74 Cheburashka 29 November 1983 civil version of An-72; version with engines below wings is called An-74TK-300[26]
An-88 AWACS project, not completed
An-91 Twin-engined cabin monoplane development of Cessna 310
An-102 light agricultural aircraft
An-122 further development of An-22
An-124 Ruslan 26 December 1982 strategic airlifter; largest aircraft ever mass-produced
An-126 heavy transport aircraft project
An-132 31 March 2017 transport aircraft based on An-32
An-140 17 September 1997 short-range turboprop airliner, to replace An-24
An-148 17 December 2004 regional jet for 68–85 passengers
An-158 28 April 2010 stretched version of An-148 for 99 passengers
An-168 business variant of An-148
An-171 stretched An-70
An-174 enlarged An-74 with engines below wings
An-178 7 May 2015 military transport based on the An-158
An-180 cancelled medium propfan airliner, around 175 passengers
An-181 Handiwork experimental aircraft
An-188 transport aircraft based on An-70
An-218 cancelled propfan- or turbofan-powered widebody airliner
An-225 Mriya 21 December 1988 An-124 derived strategic airlifter; largest aircraft ever built; only one has been put into service
An-318 cancelled A planned trijet to compete with The Dc-10 and L-1011 tristar[27]
An-325 cancelled planned improvement of An-225
An-418 cancelled A planned airliner version of the An-124 that could complete with the Airbus A380[28]
An-714 20 October 1970 modification of An-14 with air cushion landing gear
GPS small twin-engined utility transport
OKA-38 Aist Copy of Fieseler Fi 156
Li-2V high-altitude research aircraft, converted from Lisunov Li-2
SKV Partizanskii Basis for An-14
T-2M Maverick ultralight trike for recreational club use and special forces requirements
VP Utka experimental air trailer (tow glider)

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