The landing speed of the aircraft is AN 10. Aviation, travel and all sorts of stories. Technical description of the aircraft
Soviet aircraft An-10 "Ukraine" (NATO code - "Cat") - a civil aircraft for medium-haul flights. It was created under the watchful eye and direct participation of Oleg Konstantinovich, in the design bureau No. 153 named after Antonov.
In the fifties, passenger aviation throughout the world experienced a “boom” in its development, with more and more people using air routes to cover long distances. Airplanes needed more space to carry more passengers who needed more comfort while traveling, and now there were no hard-to-reach seats.
In the USSR at that time there were airplanes with piston engines, tickets were not cheap, routes and flights were limited. The Tupolev design bureau was developing a civilian jet airliner, but there were too few places in the country that could accommodate such an aircraft. What was needed was an airliner that could fly all over the country, and the price of tickets was “not too bad” and would cost the same as a regular railway reserved seat.
The Antonov Design Bureau took up the development of a project for such an aircraft in 1954. A year later, Khrushchev visited Kyiv, interested in the model and similar foreign analogues. It was decided to make a 4-engine aircraft to increase flight safety, as was already done in the West.
Oleg Konstantinovich proposed to the first secretary of the CPSU Central Committee the idea of creating a civilian transport that can be easily upgraded into a military aircraft. This idea was relevant only because the country remembered the terrible war that ended relatively recently, and the creation of twin aircraft was a profitable enterprise and would satisfy the needs of both the air force and citizens of the Soviet Union. Khrushchev was inspired and gave the go-ahead for the creation of aircraft.
That same year, at the beginning of autumn, there was a meeting with the participation of all productive design bureaus in the country. Nikita Sergeevich set the task of creating a civil aircraft that could easily be transformed into a cargo aircraft. A.N. Tupolev proposed to remake the Tu-104, but the Tu-107, made three years later, did not meet all the necessary requirements. S.V. Ilyushin refused to make such an aircraft, considering the production of such a machine to be an irrational decision. And Antonov took on this task with pleasure, because something similar had already been discussed earlier. Moreover, not everyone had such a chance, and if the Antonov Design Bureau copes with this risky and responsible task, they will occupy a worthy level in the country’s aircraft industry.
The creation of a universal civil 4-engine aircraft began in 1955. The aircraft had to cross distances of up to 2 thousand kilometers, so it was planned to use TB-20 or HK-4 engines. At the end of the spring of 1956, the An-10 sketch was defended, and after 5 months the aircraft model was approved.
A year later, in the spring, the first experimental prototype took off from the airfield in Kyiv. The flight took place under the leadership of Ya.I. Vernikova and V.A. Shevchenko. In addition to the crew commander and co-pilot, there were a flight mechanic, an electrician, a leading engineer and a navigator on board. The landing took place at the Boryspil military airfield. And by mid-summer 1957, the aircraft was presented in Moscow.
By the end of 1957, the first production Antonov An-10 was created , and in the fall of 1958, the Ukrainian Civil Air Fleet Administration received the first production aircraft for trial operation. In the spring of 1959, a demonstration flight was carried out from Kyiv with stops in Moscow, Kharkov, Adler and Tbilisi, and in the summer the plane was cleared to carry passengers. And the first flights were between Moscow and Simferopol.
The An-10 turned out to be competitive and more profitable than other passenger aircraft, mainly due to the number of passenger seats. The tenth Antonov was produced for three years, until the 60th; more than a hundred aircraft were manufactured at the Voronezh aircraft plant No. 64.
Results of operation
In total, the An-10 transported more than thirty-five million passengers and more than 1.2 tons of cargo, taking first place among other aircraft in passenger transportation.
There are twelve accidents associated with the An-10. Almost four hundred people died in them.
Technical description of the aircraft
The fuselage of the An-10 is almost similar to the An-12, the only difference is in its middle, where the cabin for transporting people is located; in the An-12, this is the cargo compartment. The pilot's cabin and passenger compartment are separated by a pressurized frame. The design of the aircraft made it possible to quickly convert the passenger compartment into a cargo compartment by replacing the tail of the fuselage.
The An-10 could not be exported; the entire fleet of these aircraft was owned only by Aeroflot. The crew training was conducted by the School of Higher Flight Training.
In the first year of use, plane crashes often occurred with the An-10, and the aircraft's equipment itself was to blame. Afterwards, modernizations were carried out by the design bureau in parallel with the aircraft plant where the aircraft was produced, and the new modification showed itself to be a solid “A” - unpaved runways no longer posed a danger, a spacious passenger aircraft proved to be an economical option.
After the disaster in the spring of 1972, in which the Soviet actor and parodist Viktor Ivanovich Chistyakov died, a commission was appointed to identify the circumstances, and flights on the An-10 were suspended.
As it turned out, during testing during the production of the aircraft, little attention was paid to purging the fuselage, since at that moment TsAGI was busy with models from the design bureaus of Tupolev and Ilyushin. It was initially not possible to identify the exact load for various characteristics, and only after a commission led by N.S. Stroeva finally completed the test, it became clear that the strength of the An-10 and the level of reliability to metal fatigue ends at twenty thousand hours and twelve thousand landings. After this, operational safety ends.
In connection with the results of the audit, a number of solutions were proposed. One of them is to decommission aircraft that have already flown 10 thousand hours, and leave those that have not yet approached the critical mark. TsAGI, having examined the scene of the incident and carried out a series of analyses, concluded that the pilot’s error led to the disaster, so there is no point in stopping the operation of the aircraft.
Another proposal was from a LII specialist; he gave the example of a completely different catastrophe, the cause of which could not be identified, but presumably the plane crash occurred due to vibration that appeared after work on the aileron, which had a bad effect on fatigue cracks. In this regard, V.P. Vasina suggested abandoning the An-10 once and for all.
At the end of the summer of 1972, four dozen aircraft were written off, Aeroflot refused to use them, so the rest were given to MAP. He, in turn, gave some of the planes to companies for cargo transportation. Eleven pieces remained at the disposal of the air force of the Soviet Union. At the end of the 70s, aircraft began to be actively written off and given away to museums, cafes, game rooms, cinemas, and exhibited in parks and squares throughout the Soviet Union.
And only the Air Force of the Soviet Union continued to use the An-10 until the 80s.
Aircraft design
High wing with all-metal structure. Trapezoidal 2-spar caisson wing with single-fin cantilever tail, with 2-slotted flaps and spoilers, where twenty-two fuel tanks and four engines are located. The wing itself consists of a center section and four cantilever parts. There are four-leg retractable landing gear. The wing layout is similar to the An-8. Track stability is ensured thanks to two ventral ridges. The fuselage is 34 meters long, with a diameter of 4 meters, and consists of 4 compartments, three of which are joined with bolts, and the tail is connected with rivets and duralumin strips.
The navigator's and pilots' canopy is made of plexiglass. The plane has three passenger compartments, including three compartments, a buffet, a wardrobe, a toilet, a cargo compartment, a trunk and a vestibule, as well as 5 emergency hatches.
The power plant consists of 4 TV engines AI-20 with 4 blade explosives AB-68I, control is mechanical, levers are cable. Each engine has its own 58-liter oil tank with an autonomous system, two STG-12TM starter-generators and one SGO-12 generator. Propellers (SP) of left rotation, with a diameter of 4.5 meters. Power - 4 thousand l. With.
The fire protection system consists of pipelines, manifolds with sprayers, six OS-8M fire extinguishers and an SSP-2A alarm system. The mechanical boosterless system allows you to control rudders, propellers and other rods.
The aircraft has telephone and telegraph communications, intra-plane telephone communications and a panoramic radar. There are two anti-icing systems - air-thermal, when air is taken from the power plant compressors into the POS, and electro-thermal, aimed at protecting the propellers, keel, lights, washers, air pressure receivers and stabilizer. After warm air is drawn from the compressors, it is cooled in the radiator and distributed to the passenger compartments, and the cockpit is heated by an electrothermal system.
You can see below.
Oxygen equipment is available throughout the aircraft, including for passengers. If the cockpit depressurizes, it will last for 20 minutes.
The passenger cabins are equipped with soft chairs with buttons to call the flight attendant; each seat has a personal “night light,” headphones, a table and ashtrays. The compartment is equipped with multi-seat sofas and tables. The plane has three toilets with a washbasin, a trash can, and a water cabinet.
The buffet has hot and cold food, a food cupboard, a coffee maker, an electric oven, 3 stoves and a refrigerator.
Aircraft characteristics
- length 34 meters;
- height 9.83 meters;
- weight 32.5 tons;
- engines 4 pieces TVD AI-20A;
- power 16,000 l\s;
- speed 675 km/h;
- range 4,000 km;
- practical ceiling 10 km;
- the crew consists of five people;
- filling 112 passengers/14 tons of cargo.
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History of creation, production and service
The development of a new four-engine passenger aircraft "U" ("Universal"), intended for operation on airlines with a length of 500 to 2000 km, began at OKB-153 at the end of 1955 in accordance with a government decree of November 30, 1955. The assignment provided for the use of NK-4 or TV-20 (AI-20) engines. In May 1956, the draft design was defended. Within five months, the aircraft mock-up was approved.
The first flight of the experimental An-10 aircraft, which received its own name “Ukraine”, was made on March 7, 1957 by a crew consisting of commander Ya. I. Vernikov, co-pilot V. A. Shevchenko, navigator P. V. Koshkin, flight mechanic A. V. Kalinichina, flight electrician I. D. Evtushenko and leading test engineer A. P. Eskin, from the airfield of the Kiev Aircraft Plant in Svyatoshino. The plane landed at a military airfield in Boryspil. In July 1957, a demonstration of the aircraft to the Soviet leadership took place at Vnukovo airport. By the end of the year, the first production copy of the An-10 was released. And in November 1958, operational tests of the first production vehicles that arrived at the Ukrainian Territorial Administration of the Civil Air Fleet began - they had to transport cargo and mail. Based on the results of state tests, which ended in June 1959, the car was allowed to carry passengers.
Results of operation
By 1971, An-10 aircraft carried over 35 million passengers and 1.2 million tons of cargo. Thus, they came out on top in the USSR in terms of passenger turnover. During operation, for various reasons, 12 accidents and disasters occurred, in which 370 people died. And with the IL-18, developed and operated at the same time (from 1959 to 1973), there were 51 accidents or disasters and 1,359 people died. At the same time, the An-10 was operated in much more difficult conditions - in the book by V. A. Moiseev there is a story told by an unnamed Aeroflot member to the head of the design department of GSOKB-473 N. S. Trunchenkov: “Cars of the same class, Il-18, land at good airfields and there is less chance of any trouble, and if necessary, you can somehow help. And we drive your “ten” through all sorts of holes and are always afraid: how will it end?”, the following is one of the cases of An-10 operation with landing on a broken dirt platform that had dried out after rains, “strongly reminiscent of a grater; they were afraid for their tongue and teeth".
The experience of developing and operating the An-10 played an important role in the fate of its “twin brother” - the An-12 transport aircraft.
Operators of An-10 (as of 1966)
- Aeroflot
- USSR Air Force
- MAP flight service
Technical description
Aerodynamic design
Plumage
Cantilever, it consists of a stabilizer with an elevator, a fin with a rudder, a forkeel, a ventral ridge and two washers attached to the ends of the stabilizer. The area of the horizontal tail is 26.1 m², the vertical tail is 17.63 m², one washer is 4.0 m², the fork is 3.63 m², the ridge is 2.75 m². The steering wheels are of single-spar design. The elevator area is 7.1 m², the deflection angles are 28° (up) and 13° (down). Each half of the elevator is hung on four brackets and equipped with a trimmer. Rudder area - 7.85 m², deflection angles - ±24.5°. The rudder has five linkage units, a trimmer and a spring servo compensator are installed on it. The rudders, trim tabs and servo compensator are made with aerodynamic compensation and weight balancing. The trimmers and servo compensator are lined.
Chassis
Includes four supports: front, two main and tail safety. The landing gear base is 9.58 m, the track is 4.92 m. The main landing gear, when retracted, rotates towards the axis of symmetry of the aircraft, and the front and tail - back in flight. The main and front supports consist of: a telescopic shock absorber strut, a four-wheel trolley (main) and two interlocked wheels (front), a folding strut, a retraction cylinder, locks and a door control mechanism. The main support also includes a stabilizing shock absorber and a strut truss. The front support is controlled, therefore its composition is supplemented with a steering cylinder-damper and a turning mechanism with a servo system. The tail support consists of a shield, a fork strut, a shock absorber and an electric retraction mechanism. All supports are equipped with nitrogen-oil shock absorbers. The wheels of the main supports of the KT-77 measuring 1050×300 mm are equipped with disc brakes and inertial anti-skid sensors UA-23/2. The front wheels K2-92/1 without brakes, measuring 900x300 mm, they can rotate at an angle of ±35° from the steering wheel or at an angle of ±9° from the control pedals. Pneumatic tires of half-balloon type. The pressure in the tires of the main wheels is 6.5 kgf/cm, the front wheels are 5.0 kgf/cm.
Power point
Air propeller
Fuel system
Fire protection system
Control system
Hydraulic system
Consists of two independent systems - right and left. Each system is powered by two hydraulic pumps installed on the right and left engines, respectively. The volume of each hydraulic system is 60 liters. Nominal operating pressure - 150 kgf/cm². The hydraulic system is filled with AMG-10 mineral oil. If both systems fail, individual hydraulic units operate from a hand pump. If necessary, the hand pump has the ability to use fuel as a working fluid.
The right hydraulic system is designed to drive the flaps, the main retraction and extension of the landing gear, control the front landing gear, power the drives of the windshield wipers and steering gears of the autopilot, emergency braking of the wheels and control of the lower escape hatch.
The left system serves to drive the flaps, main wheel braking, feathering the propellers, control the lower emergency hatch, emergency landing gear retraction and emergency engine stop.
Using a hand pump, you can extend the flaps, separate the landing gear, create pressure in the left system while simultaneously charging its hydraulic accumulator, filling the tanks of both systems with hydraulic fluid and pumping it from one tank to another.
Electrical system
There is also an RBP-3 panoramic radar on board. Radio equipment units are powered from single-phase direct and alternating current networks.
Flight and navigation equipment
Provides determination of the location and course of the aircraft and flight along a given route. Flight navigation equipment (FNA) makes it easier to pilot an aircraft in adverse weather conditions and at night. The PNO consists of an electro-hydraulic autopilot AP-28D, a gyro-semi-compass GPK-52, a remote compass GIK-1, an astrocompass DAK-DB-5, magnetic compasses KI-13, attitude indicators AGB-2, a direction indicator EUP-53, a navigation indicator NI-50BM, barometric altimeter VD-10 (or VD-20), variometer VAR-30-3, combined speed indicator KUS-1200, outside air thermometer TNV-15 and AChKHO clock.
Anti-icing system
Consists of air-thermal and electro-thermal systems.
Warm air is taken from the engine compressors and enters the air-thermal anti-icing system (AIS), which protects the wing tips, the leading edges of the nacelle air intakes and the air-to-air radiator of the air conditioning system, and oil cooler tunnels from icing. Warm air is also blown onto the windows of the navigator's and pilots' canopies to prevent them from fogging.
Electrothermal POS protects the propeller blades, keel toes, stabilizer and washers, air pressure receivers and front triplex glass canopies.
Air conditioning system
The air taken from the engine compressors is cooled in an air radiator and, if necessary, in a turbo-refrigerator, installed in the left fairing of the chassis, and then distributed through manifolds throughout the cabin and salons. To heat the passenger compartments, air enters the vertical channels between the fuselage frames and heats/cools the interior lining panels of the cabins. The cockpit is heated by air supplied to the canopy windows. The air conditioning system provides an excess pressure of 0.5 kgf/cm² at flight altitudes above 5200 m and uniform temperature distribution within the range of 18-24 °C.
Oxygen equipment
Provides short-term oxygen supply to all crew members and, if necessary, individual passengers. The crew's workplaces are equipped with stationary oxygen devices KP-24M with masks KM-16N. Passengers use portable oxygen devices KP-21 with KM-15M masks and KB-3 cylinders, which are recharged during the flight from stationary KB-1 cylinders. When the cabin is depressurized, oxygen supply to all crew members is provided for 15-20 minutes.
Passenger equipment
Passenger cabins are equipped with double and triple blocks of soft seats. The longitudinal pitch of the seats is 900-930 mm. The average width of the passage between blocks of seats is 410 mm. The back of the chair is adjustable. Each seat is equipped with an individual lamp, a radio earpiece, a removable table and an ashtray. On the armrest there are buttons to call the flight attendant, turn on the lighting and radio earpiece. The front passenger compartments have two-seater and three-seater sofas, and the rear one has two three-seater sofas. Between the sofas there are folding tables.
The aircraft is equipped with three toilets, two of which are located in the front and rear passenger compartments and one opposite the rear entrance door. Each toilet is equipped with a washbasin, toilet bowl, trash drawer and a cabinet for thermoses with drinking water.
To accommodate passengers' outer clothing, there are two wardrobes in the front cabin and one in the middle. Passenger cabins and compartments are equipped with overhead luggage racks for hand luggage.
Flight characteristics of the An-10A
- Wingspan, m 38.014
- Aircraft length, m 34,000
- Aircraft height, m 9.83
- Wing area, m² 121.73
- Weight, kg
- empty plane 32,500
- maximum takeoff 54,000
- fuel 10780
- Engine type 4 TVD AI-20A
- Power, l. With. 4x4000
- Maximum speed, km/h
- at altitude 675
- near the ground 520
- Ferry range, km 4000
- Practical range, km 2000
- Practical ceiling, m 10000
- Crew, people 5 (commander, 2nd pilot, navigator, flight mechanic, flight radio operator)
- Payload: 112 passengers (100 parachutists in the landing version; 14,000 kg of cargo in the cargo version)
Errors in the An-10 design that led to disasters
A number of disasters occurred with the An-10 (see). The aircraft was unreliable in icing conditions, which made it extremely dangerous to fly in winter. In the first two accidents, during landing there were unexpected sharp “pecks” downwards, which led to a collision with the ground.
No less dangerous was the error inherent in the design, which led to two disasters near Voroshilovgrad and Kharkov. As a result of their investigation, it was found that the flexible wing of the An-10 creates residual stresses on the spar, which gradually destroy it. Chemical milling was used on the spar to reduce weight, which increased the likelihood of creating stress risers. This led to the appearance of fatigue cracks in the spar.
Modifications
| Model name | Brief characteristics, differences. |
|---|---|
| An-10A | With an extended passenger cabin (fuselage length remained the same) and with AI-20A and then AI-20K engines. The car was first produced in a configuration with 100 passenger seats, later their number was increased to 112. |
| An-10B | With updated radio equipment and a modified interior layout that could accommodate up to 132 passengers. |
| An-10V | A project with a fuselage extended by 6 m, accommodating up to 174 passengers. The same project was designated An-16. |
| An-10VKP | An air command post equipped with special communications equipment for command and control of troops. Several aircraft belonging to the Air Force were converted into this version. |
| An-10D | Extended range project. The use of free wing compartments to accommodate fuel increased the flight range to 3,650 km. The project was not implemented. |
| An-10TS | Military transport aircraft with a payload capacity of 14,500 kg, capable of landing airborne personnel in the air. |
Disasters
A total of 13 An-10 aircraft were lost, and there is an opinion that the cause of these disasters was a technical failure, but studies of the circumstances of the accidents also indicate the presence of a human factor:
We move inward. The total length of the fuselage is 34 m, the maximum diameter is 4.1 m.
Wide entrance with a small staircase, traditional for the Ans. There is a front entrance vestibule, a buffet and a trunk.
The buffet is designed to provide passengers with hot and cold food during the flight and is equipped with the necessary set of kitchen equipment: a cabinet for containers with food, three electric stoves, two electric coffee makers, an electric oven, thermoses for food, a refrigerator for bottles, etc. Part of the kitchen equipment (sink , shelving, etc.) is installed next to the buffet in the front entrance vestibule, where the seats of the flight attendants are also located.
View from the tail of the plane. We see two passenger compartments for 10 people
We move towards the tail, here is a coupe but without furniture
Then there is a wide and high cabin with 42 seats: 7 rows three and three. The passenger equipment of the aircraft corresponds to the level of comfort of the 1960s. Passenger cabins are equipped with double and triple blocks of soft seats. The longitudinal pitch of the seats is 900-930 mm. The chairs are mounted on rails, which allows them to be installed at any pitch, a multiple of 30 mm. The average width of the passage between blocks of seats is 410 mm.
There is no ceiling lining, everything is visible. There are three wardrobes to accommodate passengers' outer clothing: two in the front cabin and one in the middle. The trunk can be used as an additional wardrobe space. Passenger cabins and compartments are equipped with overhead luggage racks for hand luggage.
Everything is basically in good condition, but requires at least some basic cleaning.
What's hidden under the ceiling lining?
There is still space under the floor, but it is most likely not in use; in front on the left is a compartment for 6 people.
I couldn’t resist and looked down. Under the floor of the passenger premises there are: a compartment for the retracted position of the front landing gear; front cargo compartment equipped with a hatch measuring 1290 x 760 mm on the starboard side; compartment for the retracted position of the main landing gear wheels; rear cargo compartment with a hatch measuring 780 x 670 mm on the starboard side; three underground trunks, accessed through hatches in the floor, and a tail gear compartment. The walls of all chassis compartments are sealed. But it's clearly not them.
No frills. Each toilet is equipped with a washbasin, toilet, trash drawer, cabinet for thermoses with drinking water, etc.
Rear passenger compartment for 16 people.
Zhenya shows the scale, there seemed to be room for six passengers?
Wiring on the ceiling is exposed, but all the trim is in place
View from the box to the nose of the plane
View from the salon of the VIP coupe. The maximum width and height of the passenger compartments are 3.9 m and 2.6 m, respectively
The compartment is inside, although it looks like the seats have already disappeared. Each passenger compartment had two sofas (in the front - a double and a three-seater, in the back - three-seaters) and folding tables between them.
Washbasin at the entrance: was everyone asked to wash their hands upon entry or exit?
Behind the cockpit there is a front passenger compartment for 26 people.
Almost everything has been preserved here too
In front of the pressurized cabin is the crew cabin.
Let's move there
There's a toilet in front of her
A look back at the cabin. There are five escape hatches: upper and lower in the crew cabin and three onboard in the passenger compartments.
General view of the cockpit with a traditional navigator's seat. The lower flat glass of the navigator and the glass in front of the pilots are made of triplex with film electric heating.
Zhenya tells what and how. The aircraft control system is mechanical, without booster. The rudder and aileron control wiring is made rigid, and the RA5-VP steering gears of the AP-28D autopilot are connected to them. Spring loaders are installed in the RV control system. The aircraft is equipped with a mechanical ground locking system for the rudders and ailerons, interlocked with the engine control system. The control wiring for RV trimmers and locking mechanisms is cable. The control of the aileron and launch vehicle trimmers is electrically remote. Lamellar aileron interceptors are connected to the aileron control rods
Almost everything has been preserved, but it’s just faded in the sun. Workplace on board the radio operator
The aircraft's radio equipment allows for two-way telephone and telegraph communication with the ground and between aircraft in the air, as well as intra-aircraft telephone communication. Radio communication equipment includes: radio station 1-RSB-70 with BSB-70 unit and RPS receiver; command-reserve HF radio station RSB-5 with SVB-5 unit and US-8 receiver; command VHF radio station RSIU-4P (or RSIU-5) and aircraft intercom SPU-6 (or SPU-7).
There's still a lot of instruments and equipment lying around here.
Another workplace behind the PIC: the on-board engineer’s workplace
The co-pilot's workplace. Almost everything in the cabin is in place, only the sun worked great
Central panel. It wasn't vandals who broke the glass on the devices, it was the sun again
PIC's workplace
Everything has peeled off the helm
Lots of interesting equipment. Tube still
40
The navigator's cabin is quite spacious.
It looks like his instruments are lying all over the cabin
The navigator's equipment allows solving navigational tasks in aircraft navigation and landing in difficult weather conditions day and night
View from the navigator's cabin
and what he sees ahead, the glazing of the navigator’s canopy is made mainly of organic glass 12 mm thick, and the pilot’s canopy is made of plexiglass 18 and 24 mm thick.
The radio navigation equipment includes: two automatic radio compasses ARK-5; marker receiver MRP-56P; radio altimeter RV-2 with signaling device S-2V; receiver position indicator of the aircraft in the hyperbolic coordinate system and blind landing equipment SP-50. Radar equipment - panoramic radar RBP-3. Radio equipment units are powered from single-phase direct and alternating current networks.
Flight navigation equipment provides piloting of an aircraft in emergency conditions and at night, determining its location and course, and flying along a given route. The aircraft is equipped with the following navigation and flight instruments: barometric altimeters VD-10 (or VD-20); combined speed indicators KUS-1200; variometers VAR-30-3; attitude indicators AGB-2; remote compass GIK-1; magnetic compasses KI-13; gyrocompass GPK-52 and astrocompass DAK-DB-5; direction indicator EUP-53; navigation indicator NI-50BM; outdoor air thermometers TNV-15; AChHO watch and electro-hydraulic autopilot AP-28D. Basically, the PNO is mounted on the instrument panels of the pilots and navigator.
Photo 56.
as in all Antonov cars, the pilots are in the cockpit on a high pedestal
Ores to the left of the PIC
view of the co-pilot's workplace
Throttles and trimmer for the co-pilot
is there a radio station here?
Photo 62.
Photo 63.
Photo 64.
Photo 65.
Photo 66.
It’s scary to look at the helm: it’s like there was a fire
The cockpit is heated by air supplied to the canopy glasses.
The aircraft's oxygen equipment provides short-term oxygen supply to all crew members and, if necessary, individual passengers. The crew's workplaces are equipped with stationary oxygen devices KP-24M with masks KM-16N. When the cabin is depressurized, oxygen supply to all crew members is provided for 15-20 minutes. Emergency meals for one pilot are possible throughout the entire flight. Passengers use portable oxygen devices KP-21 with KM-15M masks and KB-3 cylinders, which are recharged during the flight from stationary KB-1 cylinders.
Photo 70.
Photo 71.
Photo 72.
Photo 73.
Photo 74.
The back of the seat is adjustable (deviation angles 15-45"). It is equipped with an individual lamp and a radio earpiece, and the armrest is equipped with an ashtray and three buttons: calling the flight attendant, turning on the lighting and a radio earphone. Each seat is equipped with a removable table.
Errors in the An-10 design that led to disasters:
A number of disasters occurred with the An-10. The aircraft was unreliable in icing conditions, which made it extremely dangerous to fly in winter. In the first two accidents, during landing there were unexpected sharp “pecks” downwards, which led to a collision with the ground.
No less dangerous was the error inherent in the design, which led to two disasters near Voroshilovgrad and Kharkov. As a result of their investigation, it was found that the flexible wing of the An-10 creates residual stresses on the spar, which gradually destroy it. Chemical milling was used on the spar to reduce weight, which increased the likelihood of creating stress risers. This led to the appearance of fatigue cracks in the spar.
They correct me that the official version is the destruction of the center section panels. There are speculations that the reason for the wing folding was the unreliability of the engine mount struts. According to the second version, this may be true, but so far there are no clear arguments in its favor.
On the An‑12, released later and cleared for flight, sensors were installed on the spar; Some An-12s continue to fly today.
Aircraft design technologies at the time the An-10 was created did not allow such errors to be foreseen and eliminated.
Well, it's time for us to go outside
Modifications
An-10A - with an extended cabin and with AI-20A, and then AI-20K engines. The car was initially produced with 89 and 100 passenger seats, later their number was increased to 118, then to 132.
An-10B - with updated radio equipment and a modified cabin layout that could accommodate up to 118 passengers.
An-10V (An-16) - with a fuselage extended by 6 m, accommodating up to 174 passengers. (Project)
An-10TS is a military transport, with a payload capacity of 14,500 kg, capable of landing airborne personnel in the air.
An-10D - extended range (Project). The use of free wing compartments to accommodate fuel tanks increases the flight range to 3650 km. But the project remained on paper.
Flight characteristics: An-10
Wingspan, m 38.00
Aircraft length, m 34.00
Aircraft height, m 9.83
Wing area, m2 121.73
Weight, kg
empty plane 31614
maximum takeoff 51000
fuel 10780
Engine type 4 TVD AI-20A
Power, hp 4 x 4000
Maximum speed, km/h
at altitude 675
near the ground 520
Pre-race range, km 4000
Practical range, km 2000
Practical ceiling, m 10000
Crew, people 5
Payload: 132 passengers or 100 parachutists or 12,000 kg of cargo
The second experimental and at the same time the first production An-10 (serial number 01-01) received the USSR onboard index - L5723. State tests were carried out by leading test pilots Kuznetsov and Fedorov, engineer Sorokin, test navigators Zhitnik, N.S. Zatsepa, Vasiliev. Air Force Research Institute pilots E.V. flew around the plane. Golenkin, I.A. Azbievich, N.Ya. Yakovlev, S.G. Grandfather and GVF Zakharevich. Based on the results of state tests, which ended in June 1959, the car was recommended for mass production.
Most of the defects identified during testing of the An-10 could be eliminated fairly quickly in mass production. But two of them required additional and lengthy research. Quite quickly it was discovered that when the speed corresponding to the number M = 0.62 was reached, unsafe shaking of the entire machine occurred. The introduced speed limit somewhat worsened the flight characteristics of the vehicle, since the power plants had unused power reserves. The second unpleasant moment was the insufficient margin of longitudinal stability at the pre-landing planning stage.
What did this mean? During the landing approach with the flaps extended, with a slight but sharp “dacha” (pilots’ slang expression meaning deviation of the command controls. - Note auto) There was a “peck” at the helm, and additional attention and more accurate calculations were required from the pilot at this important stage of the flight.
Meanwhile, testing of the An-10 continued. On January 9, 1958, in a descent flight with the engines operating at nominal mode, at an altitude of 5500 meters, a speed of 790 km/h was reached, which corresponded to Mach number = 0.71. At the same time, no deviations were found in the behavior of the car. This was pleasing, but three months later, on April 18, during a test flight (commander I.E. Davydov), the left flap broke. The plane, which had lost control with a large bank, began to lose altitude, and only at 500 meters was it possible to get out of the dangerous situation and land the plane at the airfield. Apparently, this was not an isolated case, since in August 1961, in order to prevent flight accidents, it was proposed to modify the flaps, eliminating design and manufacturing defects.
On April 29, 1958, the first An-10 (fourth production copy No. 02-02) was lost. During a test flight in Voronezh, both AI-20 engines on the right plane failed. During an emergency landing, the plane collapsed and caught fire. Of the five crew members, flight engineer Zakharov died. Pilots Larionov and Shevkunenko received minor injuries. The culprits, as always, were the pilots who sat at the controls of the aircraft without a preliminary flight check and recommendations for piloting the aircraft in special cases related to approach and go-around on two engines.
On April 27, 1959, the An-10 performed its first technical flight, and exactly a month later a promotional flight took place on the route Kyiv - Moscow - Tbilisi - Adler - Kharkov - Kyiv. There was something to advertise. According to calculations, the cost of transporting one passenger was significantly lower than on the Tu-104A, mainly due to the greater passenger capacity. This gave reason to consider the An-10 one of the most profitable aircraft. But already the Tu-104B, which carried up to 100 people, became more economical than the An. It should be noted that the high efficiency of the Tu-104B occurred only when flying at high altitudes. The An-10 proved to be advantageous when flying at both medium and relatively low altitudes.
On July 22, 1959, the airliner began operating at Aeroflot on the Moscow-Simferopol route. In the same year, the first modification was launched into production - the An-10A with an extended fuselage and AI-20A, and then AI-20K engines. The car was produced in two versions. First with 89 and 100 passenger seats, later their number was increased to 118, then to 132.
Operation of the An-10 on airlines did not last long, as serious design and manufacturing defects were revealed.
Since August 1959, the first major modification began on all An-10s produced. In particular, changes were required in the forward part of the fuselage, which consisted of installing an anti-noise belt on it, moving the galley, altering the anti-icing systems of the wing and tail, as well as the fire-fighting devices of the wing and engines. It was necessary to replace the landing gear, flaps, and tail sections of the wing. The electrical system has undergone significant improvements. If you delve into the full list of defects, you can’t help but ask the question: wouldn’t it have been easier to build new planes?
By 1960, 26 An-10 and An-10A aircraft of the Civil Air Fleet had accumulated at the airfield of the plant in Voronezh. To complete them within six months, 1,490 people were required, which amounted to 21 percent of the plant’s total capacity! Not only civilian but also military vehicles were modified. For example, the Air Force only began normal operation of the An-10 and An-10A in February 1961.
In January 1960, O.K. Antonov proposed developing a modification of the An-10D. On this occasion he wrote: “Experience in operating the An-10 turboprop passenger aircraft on Aeroflot airlines(as of January 1, 1960, Aeroflot operated 26 aircraft out of 58 produced by plant No. 64. - Note author) revealed the presence of significant reserves:
1. Increased range. The use of free wing compartments to accommodate fuel tanks increases the range of the production An-10 to 3,650 km. This work has already been carried out at the Design Bureau, and the aircraft will be produced by Plant No. 64 in the first quarter of 1960. The use of detachable wing parts as caisson tanks further increases the range to 4,400 km.
2. Increasing the number of passenger seats. Now the production An-10 has 100 first class passenger seats. For flights lasting 2-3 hours, it is advisable to place the seats according to the “tourist” option. In this case, up to 124 passengers can be accommodated.
3. Increased speed. The establishment of mass production at Plant No. 64 led to an improvement in the external surface of the aircraft, which became smoother. Together with some measures carried out by the OKB, these improvements in total increased the maximum speed of the production An-10 from 675 to 705-710 km/h, and the cruising speed also increased accordingly. An additional increase in aircraft speed and efficiency can be obtained by using fiberglass plastic propeller blades.
4. Increased comfort and noise reduction are achieved by increasing the span of the center section by about a meter. The large size of the central cabin allows for in-flight movie screenings. We have carried out such an experiment many times on the An-10 line aircraft No. 11171 and received unanimous approval from passengers and crews.
In general, the implementation of the above proposals will increase the commercial return of the An- 10 by about 30 percent.”
But the An-10D project remained on paper.
On February 26, 1960, the second An-10 was lost. While landing near the Lvov airport, a plane with the identification mark of the USSR - 11180 crashed. As it turned out later, the cause of the tragedy was icing of the stabilizer and, as a result, a sharp decrease in the efficiency of the elevator. Flights on the An-10 and An-10A were stopped until they were equipped with reliable anti-icing systems (POS) at the plant in Voronezh.
The air-thermal POS, using warm air from the engine compressors, served to heat the wing tips, engine air intakes and the glazing of the cockpit canopies. To combat icing of the fin, stabilizer, blades, propeller spinners, air pressure receivers (APRs) and cockpit windshields, electrothermal devices were used.
At the same time, An-10 cargo aircraft were also being modified into passenger versions in Voronezh.
In 1961, on the production An-10A, the ventral fin and horizontal tail washers were replaced with two ventral fins. They were placed in the stern, in the zone where the emerging air vortices broke off and thereby not only affected the aerodynamic characteristics, but also caused unpleasant vibration of the aircraft. The effect of this generally insignificant modernization was not long in coming.
Flight tests conducted at the Air Force Research Institute from September 5 to September 30, 1961 showed that the aircraft's shaking began to appear at higher flight speeds, corresponding to the number M = 0.702. The longitudinal stability characteristics for overload during landing have been improved. At the same time, the disadvantage inherent in previous vehicles remained: deflection of the rudder at an angle of 16-18 degrees was accompanied by shaking of the empennage. The aircraft was flown by test pilots from the Air Force Research Institute A.G. Terentyev, A.K. Starikov, A.Ya. Bryksin and GosNII GVF Voznyakov. At the Air Force Research Institute, pilot E.V. Golenkin tested the An-10 for stalling, bringing the car to critical angles of attack.
The high-wing An-10 with a very large diameter fuselage at that time was noticeably different from all existing passenger cars. This scheme, as shown by studies carried out in the hydraulic channel of the TsAGI branch, ensured the landing of the aircraft on the water surface with stable planing even in strong waves. At the same time, the propeller blades did not touch the water. But during the operation of the An-10 and even the An-8 and An-12, this property of the machines was never tested. Unfortunately, these qualities did not improve its reliability.
The first copy of the An-10. 1957
Flight tests of the "Ukraine" were accompanied by frequent accidents. The first serious accident occurred on July 22, 1957, shortly after the aircraft was demonstrated at Vnukovo Airport. When landing at the LII airfield, the right landing gear collapsed and did not lock.
On February 21 of the following year, at the Svyatoshino factory airfield (Kyiv), pilots Davydov and Kalinin, making an emergency landing with the third engine running at full power, made a mistake in calculations and crashed the car. The left wing console and engine nacelle were destroyed, the fuselage and the left landing gear were damaged. This time the An-10 required longer repairs.
Two months later, on April 29, there was another accident, but the crew with honor emerged from a difficult situation that almost ended in disaster. Due to a manufacturing defect, the left flap collapsed, and only the commander's quick reaction allowed the flight to be completed safely.
At the beginning of 1961, they made the first, but unsuccessful attempt to set a world flight speed record on the An-10. The flight was carried out along the route Moscow - Melitopol - Moscow. At the final stage, it became clear that there was clearly not enough fuel on board, and in order to reach the airfield, the crew began to successively turn off the engines. Nevertheless, the world speed record on the An-10, although not immediately, was still set. On April 22 of the same year, pilot A. Mitronin flew a closed route at an average speed of 730.6 km/h.
In the book by V. Moiseev “The Winged Name”, published by the Dnepr publishing house in 1974, as a credit to the OKB team, it is noted that it took 15 months to create the An-10, and in the USA it took 28 months to create a similar aircraft, the Electra. A record achievement, isn't it? The words O.K. are also given there. Antonova: “It is important not to get carried away by building a new product as quickly as possible - at the expense of quality, testing it and reporting: “This is how we made it quickly and cheaply.” These are words, but what was it really like?
During the operation of the aircraft until 1961, 670 defects were identified and eliminated. Two An-10A aircraft were produced in export version for delivery to India in 1960, but foreigners refused them, and after re-equipping the interior to Soviet standards, they were released on Aeroflot lines.
In March 1963, on the An-10 (USSR - 11145), the propeller of the second engine was automatically feathered randomly and repeatedly. The search for the defect yielded nothing, and the power plant had to be changed.
The An-10 downtime due to design and manufacturing defects, including engines, was the largest. For example, in 1960 they amounted to 15,020, in 1961 - 11,367 aircraft days. Only the following year this figure dropped to 3,248 aircraft days. For comparison, this figure for the Il-18 in 1960 was 5157, and in 1962 - 1438 aircraft days. I note that in 1960, 107 Il-18s and 77 An-10s were in service. Comments, as they say, are unnecessary.
Impartial statistics show, for example, that from April 1958 to February 1963, 23 accidents and disasters of An-10 aircraft occurred, of which over 56% were associated with defects in the airframe and engines. By July 1965, 11 vehicles had been lost. Maybe it would have been worth spending 28 months on development, rather than 15, and, look, there would not have been such accidents and loss of human lives. But we were in a hurry, as a rule, we were rushed to be in time for the next holiday.
The leader of the An-1 ° USSR - 11140 (serial number 8400501), released on December 30, 1958, by January 23, 1963, had flown 3149 hours 21 minutes and performed 1760 landings. An examination of the vehicle showed the absence of fatigue cracks, corrosion and destruction of the main structural elements. As a result, the service life of other machines was extended to 3650 hours.
By the end of 1963, the Civil Air Fleet operated 81 An-10 aircraft. According to the Main Directorate of the Civil Air Fleet, in 1963 the cost of an An-10 flight hour was 750 rubles. For comparison, I will say that for the Tu-104 this figure was 820, and for the Il-18 - 740 rubles. If we relate this to a ton-kilometer, it turns out that the cost of a flight hour for the An-10 will be 18.8 kopecks, and for the Il-18 it will be 18.1.
By 1971, the An-10 carried over 35 million passengers and a million tons of cargo. Thus, the aircraft took first place in the Soviet Union in terms of passenger turnover. Everything seemed to be going well, when suddenly the least expected thing happened. On May 18, 1972, an An-10A crashed during landing at Kharkov airport, in which 116 people died. The State Commission to investigate the causes of the tragedy was headed by the Chairman of the Commission on Military-Industrial Issues L.V. Smirnov. A special burden during the work of the commission fell on the group of experts on the fatigue strength of aircraft structures, which was headed by the Deputy Head of TsAGI A.F. Selikhov.
The investigation showed that it was caused by fatigue cracks in the wing center section stringers (the so-called multifocal damage), which were subsequently discovered on other aircraft. Specialists in the field of strength of aircraft structures encountered this phenomenon for the first time. But this did not mean that, having studied this phenomenon and developed measures to eliminate it, it would be done away with. Sixteen years later it made itself felt again. This time abroad. In 1988, on an Aloha Airlines Boeing 737 in flight, a fatigue failure of an 11-meter longitudinal fuselage joint occurred. Only by miracle did we manage to land the plane and avoid disaster.
The occurrence of multifocal fatigue damage on the An-10A aircraft was accompanied by one circumstance. When designing the An-10 and An-12, a new high-strength aluminum alloy V-95 was used for the wing center section stringers, and its skin was made from the time-tested less durable alloy, but more resistant to corrosion, D-16.
Before operating the An-10, a number of measures were taken to prevent the occurrence of mechanical damage. The aircraft underwent established routine maintenance and inspections in accordance with assigned resources. At the same time, the leader aircraft carried out cargo transportation, as mentioned above. These flights made it possible by that time to increase the service life to 12,000 hours. The flight time of the plane that crashed was only approaching 11,000 hours, which left no one in doubt.
But there were places on the car that were extremely difficult for the human eye to “reach”, in particular the wing center section, inside of which there was a soft fuel tank. To inspect its insides, it was necessary to remove the panels and remove the tank, a rather labor-intensive procedure, and most importantly, not provided for by the regulations.
A subsequent inspection of all aircraft in operation revealed such cracks on most of them, and on some aircraft they appeared after 8,000 flights. The reaction of the leadership of the Ministry of Aviation Industry was violent and hasty: in order to avoid anything, write off all the aircraft as scrap.
As a result, in 1973, Aeroflot stopped operating the An-10. The aircraft, which belonged to the Air Force and enterprises of the Ministry of Aviation Industry, continued to fly for some time. Apparently, the last flying An-10A was the USSR aircraft - 11213, which belonged to the civil aviation department of the Komi Autonomous Soviet Socialist Republic, which flew to the Monino Air Force Museum in 1973.
Chapters from the book
The rapid growth in demand for passenger air travel in the early 50s led to the creation of a number of fundamentally new machines. One of them was the An-10 "Ukraine" - the first domestic wide-body airliner.
It was created to transport large numbers of passengers over relatively short distances, mainly from Central Russia to the south. At that time, the airfields of a number of southern cities had unpaved or, at best, metal runways and could not accommodate the high-speed Tu-104. The long-range Il-18 was ineffective on such lines. An aircraft was required that could be operated on unpaved runways and at the same time transport as many passengers, mail and cargo as possible. At the same time, the task was set to unify the passenger and cargo versions of the vehicle in order to reduce the cost of their operation.
This is how the An-10 and An-12 were born. The An-12 cargo plane was destined for a long life; these planes continue to fly to this day, transporting, for example, humanitarian cargo in Africa - in such conditions, a better alternative has never been found. The fate of the An-10 was sad. Just over 15 years passed between the flight of the first prototype and the removal of the entire fleet from Aeroflot lines.
The An-10 was originally designed to carry 85 passengers on lines up to 2,000 km long at a speed of 650 km/h. The safety margin built into their design made it possible to subsequently create 100- and 132-seat modifications without major alterations.
The An-10 was very reliable in operation, and fuel consumption and transportation costs were practically the lowest in its class of aircraft, even taking into account foreign models. The An-10 was one of the few types of aircraft, the operation of which brought significant profits to Aeroflot.
The first “alarm bell” rang on March 31, 1971, when USSR-11145 crashed near Voroshilovgrad (now Lugansk). The cause of the disaster was never found; everything was attributed to an explosion of fuel vapor in the wing tanks. The entire An-10 fleet flew quietly for another 13 months.
On the afternoon of May 18, 1972, exactly 35 years ago, the An-10A USSR-11215 of Kharkov OJSC was preparing to take off from Vnukovo airport on a Moscow-Kharkov flight. During the takeoff run, a strong vibration arose, the crew stopped the takeoff and taxied back to the parking lot to correct the problem. The flight was delayed for several hours, which helped several more passengers secure tickets. Among these passengers was the very famous parodist Viktor Chistyakov, who was flying to Kharkov on tour.
After repairs, all 114 passengers and 8 crew members took their seats again, and the An-10 took off from the concrete of Vnukovo Airport. The first hour of the flight was relatively calm, but in the Belgorod area the PIC reported strong vibrations and asked to prepare a route for a direct approach to Kharkov. Shortly before Kharkov, the vibration became so intense that the crew decided to turn off two of the four engines. During this operation, the structure of the aircraft went into resonance, the power panel in the center section collapsed along fatigue cracks, the half-wings with engines separated, and the aircraft crashed to the ground near the village of Russkaya Lozovaya, not reaching the airfield about 15 km.
The commission investigating the causes of the disaster discovered that almost the entire An-10 fleet had fatigue cracks in the power elements of the center section, which were undetectable due to the sealant layer during routine inspections. All An-10s at Aeroflot were discontinued and they never carried passengers again.
It is noteworthy that the An-12, due to the specifics of its service, had reinforced panels. They preferred to install standard ones on the passenger version. The previously discovered cracks on the An-10 did not alert the design bureau, and it did not insist on correcting the dangerous defect...
Photo from the article by V. Zayarin and A. Sovenko. It is noteworthy that the An-10 was filmed during a successful flight experiment with 3 out of 4 engines turned off. This plane was so “flyable” that before landing two engines were simply supposed to be turned off in order to land it on the ground...