Good time of the day! Recently assembled a model legendary aircraft Po-2 or as the people say "Corn" (for variety). Here's what happened.

I think we should not forget "Corn".

Now a little about Po-2:

U-2 or Po-2 (according to NATO codification: Mule - “Mule”) is a multi-purpose biplane, created under the leadership of N. N. Polikarpov in 1928. One of the most massive aircraft in the world.

History:

In 1926, the Air Force Administration set the task for aviation designers to create for flight schools an easy-to-manufacture and maintain, reliable aircraft for initial training for a serial domestic M-11 engine of 100 hp. from. designs by A. D. Shvetsov and N. M. Okromeshko. The team, headed by N. N. Polikarpov, produced a prototype aircraft in 1927. Tests have shown that, according to its data, the machine does not meet the requirements. The designers have prepared another version of the machine. In January 1928, the new experimental aircraft U-2 (training-second) was submitted for testing. It was tested in the air by M. M. Gromov, then several more test pilots tested it

Description:

According to the scheme, the U-2 aircraft is a typical biplane with an M-11 air-cooled engine with a capacity of 100 hp. from. This aircraft had a wide range of applications in agriculture, communications and other areas. There were headquarters and sanitary, designed for aerial photography, passenger, float and many other modifications. In 1932, a combat training version of the U-2 (U-2VS) was developed, which could take six 8-kilogram bombs on holders with it, and a firing point with a PV-1 machine gun was located in the rear cockpit of the vehicle.

With the beginning of the Great Patriotic War U-2 production was organized at aircraft factory No. 387. The existing standard U-2 variants began to be converted into light night bombers. Refinement was carried out both at the Polikarpov Design Bureau, and at serial plants and in the army by the forces of the engineering and technical staff of combat units and aircraft repair shops. As a result, the design of the combat U-2 had a large number of different options. The bomb load varied from 100 kg to 350 kg.

The flight qualities of the U-2, depending on the purpose for which the aircraft was used and what changes were made to its equipment, fluctuated. But in all cases, the aircraft remained reliable, light and docile in control. The U-2 could take off and land at the smallest airfields and even on unprepared sites. The weight of an empty aircraft in the training version is 635-656 kg, in others - up to 750 kg; take-off - from 890 to 1100 kg, with bombs - up to 1400 kg. Maximum speed - from 130 to 150 km / h, cruising - 100-120 km / h, landing - 60-70 km / h, ceiling - 3800 m, run and run - 100-150 m.

After the death of N. N. Polikarpov in 1944, the aircraft was renamed Po-2 in honor of its creator. U-2 was built serially until 1953, 33,000 vehicles were built.

Production

By the end of 1928, the tests of the experimental series were completed, after which preparations for mass production began at the Leningrad plant No. 23. The first two U-2s were produced by the plant in May 1929. From May to September 1929, 19 U-2s were built.

In the 1930s, U-2s were produced and repaired by Leningrad Plants No. 23 and No. 47. In connection with the development of new types of aircraft by Plant No. 23, the production of U-2 was transferred to the new Leningrad Aviation Plant No. 387, which from April 1941 became produce U-2.

During the Second World War, the U-2 and its modifications were produced at plant No. 387, evacuated to Kazan, as well as at factories: No. 464 (Dolgoprudny), No. 471 (Shumerlya), No. 494 (Kozlovka). In Moscow, at aircraft factory No. 51, modified U-2 aircraft were built: on floats, and also special ones for conducting radio transmissions from the air.

Combat use:

U-2 had a number of advantages:

Firstly, it was extremely simple and cheap to manufacture and operate, easily repaired, which made its production extremely profitable for the USSR, in which it was the cheapness and simplicity of technology that were of particular importance.

Secondly, the plane was very easy to fly and even an inexperienced pilot could fly it freely. The U-2 "forgave" the pilot many mistakes that would inevitably lead to an accident on another plane. for this reason, it was the U-2 that was the main training aircraft of the Soviet Air Force. For example, it was almost impossible to spin the car; if the pilot let go of the control rudders, the plane began to glide at a rate of 1 meter per second and, if there was a flat surface below, it could land on it on its own. Finally, the U-2 could land and take to the air literally from an unpaved "patch" - an extremely small place for a run, which made it indispensable for communicating with the partisans.

Thirdly, the U-2 had a low speed and therefore could not fly at low altitudes, while faster aircraft ran the risk of crashing into hills, trees, and terrain folds. This made it possible to use the machine for attacking and bombing enemy positions, although combat missions were usually carried out at night, since during the day the aircraft became easy prey for enemy fighters and could be shot down by ground fire even from small arms. All these advantages of the U-2 led to the fact that it was widely used in the USSR Air Force in the following qualities:

night bomber

U-2s were widely used for the so-called "harassing raids" at night on the front-line positions of enemy troops.

One of the tactics was that light bombers approached the target with engines set to idle or at ultra-low altitude, thereby remaining invisible to enemy air defenses until the very last moment.

Despite the small bomb load, such bombardments had a certain effect. From a low altitude, bombing was carried out with very high accuracy, despite even the dark time of the day and primitive means of aiming. After dropping the bombs, the bomber tried to quickly leave, picking up maximum speed.
According to the memoirs of Soviet pilots who flew the U-2, after the factory refinement of the aircraft in 1942, the bomb load was significantly increased - up to 250 kg (in some cases - up to 500 kg), flights were sometimes made up to fourteen times a night. "Kaffeemühle" (coffee grinder), "Haltsnähmaschine" ( sewing machine) - so the Wehrmacht soldiers called the U-2, which caused a lot of trouble for the enemy in the front line.

But the main uses, of course, were the functions of a reconnaissance aircraft and a communications aircraft. There was also a sanitary option. Due to the ability to take off from any platform, it was widely used when working with partisans. In addition, U-2 aircraft were also used to parachute small sabotage and reconnaissance groups and individuals.

female pilots

In the fall of 1941, the formation of aviation units manned by women began in the USSR Air Force. One of the women's air regiments was armed with U-2 aircraft

Now about the Po-2 model from the ceiling:

An-2 is a Soviet-made light multi-purpose aircraft. According to NATO classification, it has the name "Coit". Translated into Russian, it means "foal". People call him "Kukuruznik" or "Annushka". His project was developed in the Design Bureau. O. Antonova.

Aircraft features

The Soviet "Kukuruznik" is reliable, safe and practical to maintain. It was used to transport passengers, meet the needs Agriculture(sowing fields in hard-to-reach areas). It was also used in military aviation.

An-2 aircraft can take off from undeveloped airfields. It has low fuel consumption. Thanks to this, he flew in Siberia and Central Asia, the Far North. In these areas there are no prepared routes for takeoff and landing of aircraft.

The design has a large area of ​​​​bearing surfaces. Due to this, the possibility of "stall" is almost completely excluded. With a headwind up to 50 km / h, the aircraft can hover at one point. It has the ability to glide even with the engines out of service or off.

The liner has an excellent braking system. Her functionality similar to those found in cars. Such characteristics made it possible to reduce the mileage of the vessel during landing.

The crew cabin is equipped with additional ledges with glazing. This made it possible to improve the overview for the fulfillment of the assigned tasks.

Which aircraft can be operated by the Soviet "Kukuruznik":

• aircraft for agricultural activities;
• sports aircraft;
• a vehicle for the transportation of oversized cargo;
• passenger small aircraft.

Models of the domestic "Annushka" are in service with many countries.

Development history

In the post-war period in the USSR, it became necessary to create a small aircraft that could be used in agricultural activities. The United States already had such units. Therefore, the country's leadership decided to create a similar unit.

The following requirements were put forward for the project:

• the possibility of taking off and landing on unprepared routes;
• free operation in various climatic conditions;
• aircraft maintenance should not require the creation of new technologies;
• its management should be simple and convenient.

The development of this project was entrusted to the team of the Design Bureau, established in 1946 on the basis of the Novosibirsk Aviation Plant. Chkalov. At this time, its chief designer was O.K. Antonov. Under his leadership, a model of an aircraft called SHA-1 was created. It has been upgraded over the years.

Important. After receiving an assignment from the leadership of the USSR, the designers decided to rename their prototype. It was named An-2. His performance characteristics met all the stated requirements.

Already in 1947, the first prototype of "Annushka" soared into the sky. It was flown by test pilot P.N. Volodin. The plane spent 30 minutes in flight at an altitude of 1200 m. At the end of the same year, state tests were planned. They were carried out until March 1948.

Interesting! Already in August of this year, the aircraft was adopted by the Air Force and for the supply of the Civil Air Fleet.

The An-2 was serially produced at the Kiev plant. The first production model was raised into the sky in 1949. Aircraft have found acceptance in China. This state was given a license for their production. They released the ship under the designation Y-7 and Y-5. These models retained all the flight characteristics of their An-2 prototype.

Good to know! During production, more than 18,000 models of "Kukuruznik" were produced.

At the moment, China is engaged in the production of An-2. Russia and Poland are improving existing modifications. The plane is listed in the Guinness Book of Records. It is the most produced aircraft. It has been produced for over 60 years.

Who is exploited

As of the mid-2010s. in operation in Russian Federation there are 1580 aircraft, 322 are in excellent condition. The rest require significant improvements.

Ukraine has 135 An-2 modification aircraft. Of these, 54 units are in airworthiness condition.

Other operators:

• Kazakhstan - 290 aircraft;
• Belarus - 82 An-2;
• Uzbekistan - 143 "Corn";
• Turkmenistan - 89 aircraft;
• Armenia - 4 models;
• Moldova - 13 aircraft.

In Russia, by the middle of 2017, most of the tasks of small aviation were carried out precisely with the help of the beloved Antonov model.

Design

The fuselage of the aircraft is made according to the scheme of a biplane. The main parts are made of aluminium. The wings are lined with polyester fabric. This made it possible to reduce the load on other structural elements and improve flight performance.

The power plant is represented by an air-cooled piston engine. The aircraft is equipped with a metal propeller with four blades. This allows him to work normally even in harsh climates.

Structural Feature! The landing gear of the aircraft is not retractable. Their wheels, if necessary, are easily replaced by skis.

Fuel tanks were placed in the upper wing of the apparatus.

Modifications

On the basis of "Annushka" the following aircraft were designed:

• An-2P is a passenger ship for transporting 10 people.
• An-2M is a single-seat aircraft designed for agricultural needs.
• An-2MS is a turboprop aircraft.
• An-2PP - fire-fighting aircraft with a float landing gear.
• An-2S - a vessel for providing sanitary needs.
• An-2SH is an agricultural civil aircraft.
• An-2T - transport aircraft. Its carrying capacity is 1.5 tons.
• An-2TP is a transport-passenger aircraft.
• An-2TD - an airliner designed to transport troops.
• An-2F - aircraft for aerial photography.
• An-2L - liner for extinguishing forest fires.
• An-23A - designed for atmospheric research.
• An-2 "Geophys" - designed for geophysical research.
• An-2PK is a business aircraft. Its cabin can accommodate up to 5 people.
• An-2NAK - photo reconnaissance.
• An-2V - seaplane.
• An-2P - fire-fighting aircraft.
• An-2 "Interceptor" - serves to intercept reconnaissance vehicles.
• An-2E - a prototype ekranoplan aircraft.

In addition to these modifications, the An-2-100 was created. This is an upgraded base model. It was equipped with a turboprop engine. In 2017, the aircraft set a world record. He lifted a weight of 3202 kg to a height of 2700 m.

Specifications

The height of the fuselage structure reaches 12.7 m. Its height is 6.1 m. The wingspan is 18.2 sq.m. How much does the An-2 weigh? The mass of an empty aircraft reaches 3450 kg. Maximum takeoff weight - 5500 kg.

The aircraft flies with a range of up to 900 km. Cruising speed on instruments is 185 km / h, maximum - 255 km / h.

News and development prospects

In 2015, a complete modernization of the already existing 1000 An-2 models was carried out. Engines have been replaced. This made it possible to increase the flight performance. The designers installed a new aviation system. Aircraft production continues in China.

Video about the history of the legendary "Kukuruznik" An-2

June 16th, 2015

The Soviet machine An-2 still does not leave the runways of many countries. There are many reasons for this: despite the fact that the aircraft has been exchanged for fifty years, it remains a convenient and useful technique in operation. Many An-2s currently in use have been in use, without unnecessary modifications, for more than forty years. The flight time on such aircraft can reach as much as 20 thousand hours, which once again proves how good this car from the distant past is.

But the handsome An-2 attracted public attention not only with its tangible practicality. It is this biplane that pilots from many countries use at air shows in order to show unprecedented tricks: hovering in the air and even flying tail first. You will learn how the engineers of the Soviet Union "taught" all these tricks to the aircraft at the end of the post, but for now let's remember the history of the creation of the aircraft.

An-2 aircraft(according to NATO codification: Colt - Foal, colloquial - Kukuruznik, Annushka) - Soviet light transport aircraft, with a piston engine, a biplane with a braced wing. Before the appearance of the An-3 aircraft, it was the largest single-engine aircraft.

In the Soviet Union, the project of a light multi-purpose aircraft with a payload of 1000-1500 kg, which could be used as a transport aircraft in remote areas of the country, as well as in agriculture and military transport aviation, was proposed by O.K. Antonov, the future chief designer of the design bureau of the same name, back in 1940.

In March 1940, Oleg Konstantinovich Antonov, who at that time worked at the Leningrad Plant No. 23, was instructed to develop an analogue of the German light aircraft Fieseler Fi 156. The analogue of the Fieseler was called "Aircraft No. 2" (OKA-38). On its basis, Antonov proposed to create a military transport aircraft "Aircraft No. 4", the distinguishing features of which were the M-62R radial engine with an 800 hp power. and a three-blade ZSMV-3 propeller, a lightweight fuselage and a biplane wing box. It was designed to carry 800 kg of cargo or 10 soldiers with full equipment and weapons. However, in February 1941, experts from the Air Force Research Institute rejected this project due to the low flight speed (no more than 300 km / h).

In 1945 O.K. Antonov, being the deputy chief designer of OKB-115, turned to A.S. Yakovlev with a proposal to develop an aircraft of his own design and received his consent. The old project of "aircraft number 4" was completely redesigned. Only the biplane box remained from the former.

In March 1946, the Novosibirsk branch of OKB-115 was transformed into an independent OKB-153. Antonov was appointed its chief designer. The main task new design bureau was the development of a new transport aircraft.

The main characteristics of the model were:

P-IIC wing profile designed by P.P. Krasilnikov and previously used on many Antonov gliders, as well as on the German Fieseler Fi 156 Storch reconnaissance and communications aircraft;

Extended wing mechanization, consisting of slats on the leading edge in the entire span of the upper wing and two-element flaps dividing the profile into two parts;

Fixed landing gear;

By specifications it was supposed to put the ASh-21 engine with a power of 720 hp on the aircraft, but further studies showed the need to use a more powerful ASh-62IR engine with a power of 1000 hp.

At the beginning of 1946, a preliminary project documentation, and in February an order for the manufacture of parts was opened, and in March the first model for testing in a wind tunnel was created.

On August 31, 1947, with favorable weather and a light side wind, test pilot P.N. Volodin first raised the first prototype, designated SHA. The plane made two large circles at an altitude of 1200 meters and after 30 minutes of flight landed.

A professional test pilot, Pyotr Volodin was very pleased with the first flight. He described the aircraft as easy to fly and suitable for even the most entry-level pilot. In the USSR, the biplane became a real workhorse: with the help of it, flights were carried out between regional centers, and it also went out into the fields for agricultural work. The ease of operation of the aircraft played a significant role - the An-2 was able to take off from short unpaved areas and had a very small size. In fact, thanks to this, it could be used in the most difficult areas of Siberia and the Far North.

In December 1947, State tests began at the Air Force Research Institute, which continued until March 1948. In July of the same year, tests of the second prototype with the ASh-21 engine were completed.

On August 23, 1948, the aircraft under the designation An-2 was adopted by the Air Force and for the supply of the Civil Air Fleet. Serial production was organized at the plant number 473 in Kyiv.

On September 9, 1949, test pilot G.I. Lysenko took to the skies the first serial An-2 (in the transport version).

An-2 was built according to the aerodynamic configuration of a braced biplane. The fuselage is all-metal (D-16T, D-16AT) semi-monocoque beam-stringer type with working skin. The wings are straight, two-spar, formed by a biconvex asymmetric profile R-II-TsAGI. The wing box is single-column with I-shaped struts. The upper wing is equipped with automatic slats throughout the span, slotted overhanging flaps and aileron flaps. Only slotted flaps are installed on the lower wing. Wings and plumage are linen. Chassis - non-retractable, tricycle, with a tail wheel. In winter, a ski chassis is provided. The power plant consists of a piston 9-cylinder air-cooled engine ASh-62IR with a four-bladed propeller.

On the aircraft of the first 129 series, a wooden V-509A-D7 propeller with a diameter of 3.6 meters with saber-shaped blades was installed. It was later replaced by the B-509A-D9 propeller. Starting from the 57 series of Polish production, a metal AB-2 propeller with straight blades was installed.

The fuel supply is located in 6 wing tanks (in the upper wing). A cargo door measuring 1.46x1.53 m is installed on the left side, and a smaller passenger door (0.81x1.42 m) is installed in it. The cockpit lantern is made convex from the sides for better view back and down.

The first production An-2 aircraft were placed at the disposal of the USSR Ministry of Geology. They were also equipped with flight units of the civilian air fleet. From June 1950, the An-2 began to enter the Ministry of Internal Affairs and the aviation of the Border Troops, from June 1951 - to the DOSAAF (the first five aircraft were received by the Central Aeroclub named after V.P. Chkalov in Moscow).

In 1952, the first aircraft received the headquarters squadrons of the Air Force and the Navy. In February 1959, the Yeisk VAUL began to use the An-2 for flight and parachute training of cadets, and two years later all flight schools acquired them.

The initial stage of creating the aircraft and putting it into production was complicated by the fact that a number of high-ranking officials and aviation specialists considered this project archaic. After all, the aircraft being created was a braced biplane, and the time of biplanes by the end of the forties would seem to have passed.

Full production progress aircraft AN-2 began to gain after 1953 (the death of I.V. Stalin and the coming to power of N.S. Khrushchev, who especially sympathized with this aircraft in terms of its capabilities for working in agriculture). The aircraft was mass-produced at the plant number 437 in Kyiv ( Kyiv State Aviation Plant "AVIANT"- now part of the Ukrainian State Aircraft Concern "Antonov").

The production of AN-2 by plant No. 437 continued until 1963, and during this period 3164 copies of various modifications were produced. A specialized agricultural version of the AN-2M was also produced at plant No. 464 in the city of Dolgoprudny, Moscow Region (now the Dolgoprudny Research and Production Enterprise - a manufacturer of weapons for air defense systems).

However, the largest number of biplanes AN-2 was released in Poland. Since 1958, the rights to manufacture this aircraft were transferred to it and the procedure for selling it to the USSR was determined. At the WSK PZL-Mielec plant in the Polish city of Mielec, full-scale production continued until the end of 1992, and individual small series were produced until January 2002.

In total, 11915 copies were produced in Poland. aircraft AN-2, of which 10440 were delivered to the USSR (and further to the CIS after the collapse of the USSR).

In addition, this aircraft was produced under license in China in various versions with the names Shijiazhuang Y-5 and Nanchang Y-5. The PRC remains today the only country in the world where the production of AN-2 continues to this day.

In total, more than 18 thousand copies of the AN-2 were built and, according to data at the end of 2012, about 2,300 such aircraft are operated in the world in 26 countries. The largest of them (about 1400 pieces) is located in Russia. Most of these aircraft are currently in storage (about 1000 pieces).

And you AN-2 has already entered the Guinness Book of Records as the only aircraft in the world whose production has not stopped for more than 60 years. Such longevity is determined by the excellent capabilities and characteristics of the aircraft in its class, and numerous exceptionally positive feedback from the flight crew only confirms these qualities.

The high adaptive capabilities of the airframe made it possible to develop a large number of different options. aircraft AN-2. In addition to the basic transport and agricultural options, there are also floatplanes, passenger versions, medical aid aircraft, scientific laboratories, forest firefighting aircraft, light military transport options for transporting cargo and dropping paratroopers.

In total, more than twenty modifications. As an experiment, an ekranoplan was even made on the basis of the AN-2. It was exhibited at the MAKS-2009 exhibition.

The AN-2 was especially widely used in the USSR for the transportation of goods and passengers on local airlines. Often these were flights between regional and district centers and even between villages.

Exceptional simplicity and unpretentiousness in operation, high reliability, excellent takeoff and landing characteristics, allowing the use AN-2 from unprepared sites of small size, made it indispensable when used in the underdeveloped areas of the Arctic, Central Asia and Siberia. It was used almost everywhere there.

Aircraft AN-2 It has an all-metal fuselage and a power wing frame made of aluminum alloy type D-16 (T/AT). The wing cover is made of polyester fabric. The power plant is a piston star-shaped ASh-62IR engine with a power of 1000 hp with a four-bladed variable-pitch propeller AV-2. Crew - 1-2 people (depending on modification). Maximum takeoff weight - 5500 kg. Payload up to 1600 kg or 12 people in the passenger version.

Aerodynamic design - braced biplane with a single-column wing box. The upper wing has automatic slats, slotted flaps and aileron flaps. On the bottom only slotted flaps. Non-retractable tricycle landing gear with a tail wheel.

This aircraft has some design features that facilitate its operation in hard-to-reach areas from unprepared small unpaved runways.

Pneumatic brakes on AN-2 made on the principle of heavy vehicle brakes to ensure reliable braking on short runways.

The pressure in the brakes, wheel tires and shock absorbers can be adjusted using an on-board compressor without the use of ground means.

To start the engine, the aircraft does not need the mandatory presence of an airfield power launcher. On board there are easily removable batteries of high power.

For on-board refueling, there is no need for a special tanker. Fuel can be pumped into aircraft fuel tanks from any containers (barrels) using an onboard transfer pump.

In winter, the wheel chassis is quite easy to change to a ski chassis with special heated skids.

By itself, the biplane is very simply arranged and has at least some complex systems. Maximum allowable speed aircraft AN-2- 300 km / h, cruising - 180 km / h. The takeoff run is about 150 m, the run length is about 170 m.

However, these figures are nominal and may vary significantly depending on external conditions (air temperature, headwind force, runway surface conditions) and aircraft weight.

The biplane flies confidently at very low speeds, which allows in many cases to significantly reduce takeoff and landing distances. For him, one might say, there is practically no concept of stall speed. When the flight speed drops to a value of about 64 km / h, the slats are automatically extended and the aircraft continues in fully controlled flight.

With a further decrease in speed to a value of the order of 40 km / h, the aircraft still does not fall down, but begins to parachute. The rate of descent in this case is approximately equal to the rate of descent of an ordinary parachute until the aircraft comes into contact with the ground.

I must say that with the engine off aircraft AN-2 glides confidently, but the parachuting mode is also intended for use in case of engine failure and lack of visual visibility (instrument flights or at night).

According to the feedback of the pilots, the biplane is well controlled up to speeds of the order of 50 km / h. Such low values ​​make it even possible to hover above the ground or move the aircraft in reverse in flight relative to the ground. This is quite possible with a headwind speed of more than 50 km/h. At the same time, the aircraft completely retains controllability relative to the airspace.

In principle, this flight mode is characteristic of most STOL (short takeoff and landing) aircraft, however AN-2(this is the world's largest single-engine biplane) performs it at the lowest possible headwind speed.

There are also quite well-known cases of using remarkable takeoff and landing characteristics. AN-2 for its landing across the runway at fixed airfields with concrete pavement.

This usually happened if the regular landing of the aircraft along the runway was impossible due to strong crosswinds. The crew commander, with the permission of the flight director, decided to land across the strip, the width of which was usually enough not only for the minimum run, but also for subsequent taxiing.

Due to its unique properties, aircraft AN-2 enjoyed good fame among the flight crew and in great demand among operators in the Soviet Union everywhere, even when the PZL M-18 "Dromader" and PZL-106 "Kruk" specialized aircraft, as well as PZL M-15 "Belphegor" (late 70s).

However, since 1989, the demand for AN-2 began to gradually fall, which led to the cessation of its production in Poland in 1992.

The main reason for this was, of course, the collapse of the USSR, accompanied by the decline of the economy of the former Soviet republics and countries of the socialist camp. Decreased not only the demand for new aircraft, but largely stopped the operation of old ones. A large number of AN-2 moved into the category of storage (the quality of which left much to be desired). The production of aviation gasoline was stopped, which also had a detrimental effect on the ability to operate the aircraft.

The aircraft itself, created back in 1947, despite its high flight performance and a fairly large potential for use in the economic sphere, is already outdated and did not meet certain European requirements for aircraft of this class.

In particular, this is a rather high noise level and increased operating costs due to the rather high fuel consumption, which is expensive aviation gasoline.

In Europe, as well as in the USA and Canada, commercial use AN-2 prohibited everywhere, as the aircraft is not certified by the national aviation authorities. However, it is quite widely represented in the collections of collectors of classic aviation technology because of its appearance, unique flight characteristics and simply because aircraft AN-2- the largest single-engine biplane in the world. And demand in this regard continues to increase.

But, real story The biplane's life doesn't seem to be over yet. After all, there is a completely effective way, relying on the advantages of this wonderful aircraft, to get rid of many of its shortcomings. The first and most obvious way is to replace the well-deserved, but outdated and noisy piston engine (developed before the Second World War and no longer in production) with a modern turboprop.

Such an engine is more economical, moreover, the cost of aviation kerosene is significantly lower than gasoline (almost five times for Russia) and its availability in various remote areas is higher.

The idea of ​​installing a TVD on aircraft AN-2 originated in the Antonov Design Bureau back in the 1950s. However, work was stalled due to the lack of a suitable engine. And only at the end of the seventies, at the engine-building plant in Omsk, the TVD-20 engine was created, under which the aircraft was designed (or, more correctly, modernized). A three-bladed propeller with the possibility of reverse was used, which reduced the length of the run to 100 m.

The new aircraft was named AN-3. In May 1980, the AN-3 was first taken to the air, but due to difficulties in organizing the production of the engine, the entire set of tests was completed only by 1991. The aircraft was never put into production. At this time, the Soviet Union collapsed and the collapse of the economy began.

However, in 1997, the Antonov Design Bureau decided to continue work on the AN-3 project. Emphasis was placed on aircraft production AN-3T(transport), although other options are possible: passenger, forest patrol, landing, agricultural.

The aircraft was modified modern requirements, the design of the fuselage and tail unit has been slightly changed. The cockpit equipment has been changed with the possibility of installing modern navigation equipment, an on-board flight recorder, modern radio communication equipment and systems control devices. The working conditions of the crew and transportation of passengers have been significantly improved.

Compared to base AN-2 as a result of the modernization, the payload mass increased by 1.2 times, the speed - by 1.3 times, the rate of climb - by 1.8 times, the noise level in the cabin decreased. The performance of the aircraft increased by 1.5 times while the cost of fuel and oil was reduced by 2 times.

AN-3 converted from AN-2 aircraft with the remaining resource of at least 50% at the Omsk Production Association "Polyot". A total of 20 copies were produced, after which mass production was discontinued in 2009. The reason for this was the high cost of the aircraft (62 million rubles in 2007) due to the lack of a portfolio of orders from the manufacturer. The budgets of small subjects of the Russian Federation (especially the northern ones) could not ensure the simultaneous acquisition of the required number of aircraft.

However, this line is currently being continued. And two manufacturers. In Ukraine, this was again taken up by the Kiev Aviation Production Association"Antonov" (follower of Antonov Design Bureau). Since July 2013, flight tests of the aircraft began AN-2-100. It is equipped with a turboprop engine manufactured by the Ukrainian engine-building company "Motor Sich" MS-14 with an arrow-bladed reversible propeller.

What is currently with this project is unknown.

According to reports from the State Enterprise "Antonov" has already been achieved preliminary agreement with the Cuban Aviation Corporation on the conversion of the entire multifunctional fleet of Cuban AN-2s (about 140 units) into AN-2-100. In addition, there are orders from Azerbaijan.

However, in Russia itself, such developments were started earlier. In September 2011, the plane took off AN-2MS. Otherwise, it is also called TVS-2MS, that is, a turboprop aircraft (TVS). The development and production of this aircraft is carried out by SibNIA im. S.A. Chaplygin (Novosibirsk). This is the same enterprise where the newly created aircraft made its first flight in 1947. aircraft AN-2.

An-2MS equipped with a Garrett TPE 331-12 turboprop engine manufactured by the American company Honeywell Aerospace with a five-bladed reversible propeller HC-B5MP-5CLX / LM 11692МХ from Hartzell.

The AN-2 veteran has a very real opportunity to get a second life. The duo of the newly used engine and propeller proved to be very successful. The level of noise and vibrations has significantly decreased, the working conditions of the crew, the temperature and comfort conditions in the passenger compartment have significantly improved.

The highly economical engine made it possible to increase the flight range by 1.5 times compared to the AN-2. The aircraft has become lighter and its takeoff and landing and flight characteristics have improved by an average of 15-20%. For example, the standard mileage is now no more than 80 meters (as opposed to 170 for the AN-2), although in reality it can even be much less.

So far, three copies have been made. AN-2MS, and all of them (together with the Ukrainian AN-2-100) were exhibited at the international air show MAKS-2013 held in August-September of this year. Aircraft showed themselves in all their glory, combining the best qualities of a long-liver AN-2 and progressive achievements of modern aircraft and engine building.

The audience was especially impressed by the almost silent 2MC hovering in the air, taking off almost from a place and after landing, running no more than 20 meters.

The appearance of new, modernized models of AN-2 coincided with the growing interest in the revival and further development of the network of local and regional airlines in Russia. This is a natural process associated with the growth of the economy and the accelerated development of industry.

However, there is no aircraft for such lines that could perform various tasks in the rather harsh conditions of today's Russia, and imported aircraft are expensive, and their class is somewhat different. Helicopters in this regard are more expensive to maintain, less economical and too large in size (MI-8 type). A new specialized aircraft can be created, but it will take quite a long time, at least 5-7 years. And now we have to live and work.

In connection with the current situation in the highest echelons of power of the Russian Federation, a course has been taken to remotorize and update the fleet of existing, but already outdated aircraft in order to extend and significantly improve their flight life.

In particular aircraft AN-2 available in Russia in the amount of 1400 pieces, in Ukraine - 135 pieces. Many of them remained in other former Soviet republics. It is assumed that about half of them could well be upgraded to options 2MS or 2-100. It would help to survive crisis period in local aviation until the advent of new generation aircraft.

This decision is rather controversial, and it has many supporters and opponents, both in Russia and in Ukraine. Whether it will be implemented in practice, and how high its usefulness will be, time will tell. And now one thing is absolutely clear: the resource of the possibilities of the "eternal", as experienced specialists call it, aircraft AN-2 not yet exhausted.

And now some interesting features of the AN-2 aircraft:

1. The design of the unique biplane can be called one of the greatest successes of the Antonov Design Bureau. Despite the fact that even the first models were obsolete for their time, literally no aircraft could repeat the features of the An-2. Outwardly, the car looks like a completely ordinary biplane and does not stand out from the slender ranks of its fellows. Even the purpose of the An-2 was, initially, quite standard: spraying pesticides over the fields and light transport in case of military needs.

2. It was not in vain that the designers decided to make the An-2 a biplane. Two parallel wings can provide the aircraft with more lifting force than one. Due to the powerful motor and this feature, the biplane learned to take off from the shortest possible, completely unsuitable sites. In the cabin, of course, there is not enough comfort - the noise of the engine can turn any conversation into meaningless articulation, and the lack of a rear landing gear dictates an uncomfortable landing for passengers, however, the plane was built not at all for pleasure, but for business.

3. The same lift gives the aircraft incredible handling. The minimum speed at which the pilot retains the ability to control the biplane is only 40 km/h. The world-famous Cessnas become unmanageable already at 80 km/h. This quality makes the An-2, among other things, an ideal simulator for novice pilots: in order to crash this machine, you will have to really try.

4. Advanced mechanization of the wing allows the An-2 to perform stunts that are completely impossible for other aircraft. A biplane can hover above the ground with sufficient headwind strength. Moreover, we are not talking about some off-scale indicators. No, in order to turn into an analogue of a helicopter, the An-2 only needs wind at a speed of 30 km / h.

5. Deviated panels mounted on the leading edges of the wings are called slats. The same ones are on the trailing edges - these are already flaps. On a conventional aircraft, this is exactly the case, but the An-2 is equipped with flaps along the entire length of the trailing edge of the lower wing and along the entire length of the leading edge of the upper wing. If you release them all, then this will significantly increase the lift of the biplane. This allows the An-2, with the same 30-40 km / h headwind and the engine running at maximum power, to go tail first. This trick cannot be repeated by any other aircraft.

The Antonov An-2 is a multipurpose short takeoff and landing biplane designed primarily for use as a light transport aircraft, but also for agricultural applications.

The idea of ​​developing an aircraft capable of taking off and landing in hard-to-reach and sparsely populated areas of the USSR was put forward back in 1940 by Oleg Konstantinovich Antonov.

An 2 photo

However, the Antonov project was rejected in February 1941 due to the low flight speed of the proposed aircraft. But on January 16, 1946, permission was nevertheless given for the construction of a low-speed biplane by O.K. Antonov, and primarily for the rise of the national economy in the post-war years. Already on March 6 of the same year, a decision was made to create a design team, OKB-153, to build a single-engine, transport-cargo biplane with a short takeoff run. It was supposed to release two versions of the aircraft.

The first version should be designed for military transport purposes and have the ASh-62IR engine, and the second version with the ASh-21 engine was intended for agricultural purposes. In July 1947, the first aircraft model was built, which received the designation CX-1. The first flight of an aircraft with an ASh-62IR engine designed by Shevtsov was made by test pilot P. N. Volodin on August 31, 1947. Flights with this engine were made until September 10, 1947, after which the ASh-21 engine was installed on the aircraft model. After all factory tests, on October 4, 1947, the aircraft was handed over to the state commission for state tests.

In 1948, after all the tests, the An-2 entered flight operation. And initially began to be used in the processing of rural fields.

In code aircraft NATO (NATO reporting names), the An-2 aircraft received the designation "Colt", which means "colt" in translation. Among the people, the plane was called "corn", as it was massively used during the sowing of corn fields during the time of Khrushchev in the USSR.

An 2 salon

Initially designed as an aircraft for agricultural work, the An-2 quickly became a multi-purpose aircraft - from pilot training to military and military applications. passenger traffic on domestic flights.

Biplane An-2 has the following modifications:

An-2SH - for agricultural work

An-2F - for aerial photography

An-2T - transport variant

An-2TD - amphibious transport modification

An-2TP - transport-passenger version

A-2PP - fire-fighting variant, with water floats

An-2V - version with floats for landing on the water surface.

Such modifications as the An-3 with the TVD-20 engine, the water version of the An-4 with a float chassis and the An-6 weather reconnaissance were also released.

In addition to the USSR, and then Russia and Ukraine, the aircraft was produced in Poland and China.

An 2 salon

Moreover, if in Poland and Russia the production of these aircraft has been suspended, then China continues their production. On Chinese models, the HS-5 engine is installed, an analogue of the ASh-62IR engine. Chinese An-2, received the designation Shijiazhuang Y-5. In total, China produces up to 20 of these machines a year. In Ukraine, the production of An-2 has resumed today, but only in a modernized version. In 2013 on state enterprise"Antonov" in Kyiv, testing of the upgraded version of the An-2-100 was started. This version of the aircraft is powered by the MS-14 turboprop engine developed by Ukrainian enterprise PJSC Motor Sich.

Due to the fact that this An-2 biplane is easy to operate, economical, capable of taking off from unprepared unpaved airfields and has a short takeoff and run, in 2012 the Ministry of Transport of the Russian Federation decided to carry out in 2015 a deep modernization to a thousand aircraft An-2. This modernization includes the replacement of engines, an increase in flight range and the installation of modern air navigation equipment.

To date, more than 18 thousand An-2 aircraft of various modifications have been produced.

Technical characteristics of the An-2 aircraft:

Years of mass production: from 1947 to the present.

Length: 12.70 m.

Height (on the ground): 4.13 m.

Empty weight: 3400 - 3700 kg.

Total wing area: 71.52 sq.m.

Upper wing span: 18.17 m.

Lower wing span: 14.20 m.

Cruise speed: 180-190 km/h

Stall speed: 60 km/h

Maximum speed: 255 km/h

Ceiling: 4500 m.

Flight range: 990 km.

Takeoff run: 150 - 235 m.

Run length: 140 - 225 m.

Engines: 1 ASh-62IR piston engine

Crew: 2 people

Number of passenger seats: 12 seats

en 2 videos

The An-2 aircraft (according to NATO codification: Colt - Foal, colloquial - Kukuruznik, Annushka) - a light transport aircraft, a biplane with a braced wing. It is operated with one ASh-62IR Shvetsov engine with a capacity of 1000 horsepower and an AV-2 propeller. It is used on local airlines as a passenger and cargo aircraft.

An-2 was developed by OKB-153 Oleg Konstantinovich Antonov, created in 1946 at the plant number 153 named after. V.P. Chkalov in Novosibirsk.

For the first time, the idea of ​​​​creating a multi-purpose short takeoff and landing aircraft with a carrying capacity of 1000-1500 kilograms to serve hard-to-reach areas of the country, meet the needs of agriculture and be used as a light military transport was put forward by Oleg Antonov in October 1940.

The first flight of the experimental An-2 took place on August 31, 1947. The aircraft entered service in August 1948. Conceived as an agricultural vehicle, it quickly became multi-purpose and was produced in 16 modifications. Serial production in the USSR was completed by 1960 after the construction of more than 5 thousand aircraft. After that, An-2s were produced under license in China (more than 950 aircraft were built under the designation Y-5 in 1957-1992) and Poland (about 12 thousand aircraft were built in 1960-1992, of which 10,440 were delivered to the USSR and the CIS). The aircraft was exported to 26 countries of the world.

Modifications of the An-2 aircraft: An-2V (An-4) float aircraft, An-2T cargo aircraft, An-2TP transport and passenger aircraft, An-2TD airborne transport aircraft, An-2SH agricultural aircraft, An-2 specialized high-performance agricultural aircraft -2M, An-2P passenger aircraft, An-2S ambulance aircraft, An-2K (An-2F, NAK) night artillery spotter and aerial surveyor, An-6 "Meteo" meteorological reconnaissance aircraft, An-2ZA atmospheric sounder, An-2ZA high-altitude aircraft 2V (for weather reconnaissance), An-2PP firefighting aircraft, An-2LP forest firefighting aircraft, An-2L forest protection aircraft, agricultural aircraft with An-2SH aviation firefighting sprayer with APO, An-3 with a TVD-20 turboprop engine, An-2 on a ski chassis, An-2 on a multi-wheeled chassis.

In the Air Force, this machine was used as a military transport, headquarters and liaison. The An-2 was also widely used as a training aircraft for practicing parachute jumps.

Flight performance characteristics of the An-2 aircraft:

Maximum takeoff weight - 5500 kg

Empty weight - 3400 - 3900 kg (depending on version)

Maximum landing weight - 5250 kg

Fuel weight - 1240 l

Cruise speed - 150-190 km / h (depending on modification)

Practical flight range with load - 990 km

Practical ceiling - 4.5 km

Aircraft length - 12.4 m

Aircraft height - 5.35 m

Upper wing span - 8.425 m

Lower wing span - 5.795 m

Wing area - 71.52 sq. m.

Crew - 2 people.

Passengers - 12 (An-2P), modification of An-2TD - up to ten paratroopers.