An 10 military transport aircraft. Aviation, travel and all sorts of stories. The birth of Antonov's brainchild

An-10 in Novosibirsk - how the ZSU refused January 8th, 2018

We met at holidays with Novosibirsk veterans (all former military from schools, flew on the Il-28) - pilots of the An-24, Il-18, Tu-154 - this is how they moved up the types. I'll tell you one part from the conversation. About An-10. The fact that they were in Novosibirsk is, in general, no secret. But there are few details, it was a long time ago, almost 60 years ago. It’s clear here, not an archive or documents, but what was left in the memory of eyewitnesses. With all the allowances for memory, of course. Memory here is collective. Participants: Samokhvalov, Fedorchenko, Bykov, Balakirev and Shevchenko.

First stories, then known facts. Photo from the Internet. Above is a photo from Sochi, as I understand it. Where the An-10 flew from Novosibirsk already in 1959.

An-10 in Novosibirsk
- Oh, God forbid you fly on them...
- In Severny, many of us in the detachment were preparing for it. From Il-14 to An-10. But Shiryaev (the head of the ZSU GA at that moment - Gleb) did not take them. And he did the right thing, by the way. He then came himself for an analysis about the An-10... Shatunov, Kryukov, Iskorenko retrained for it...
- No, listen here... (another pilot joins the conversation).

In 1959, our Novosibirsk detachment in Severny received four An-10s. They stood in Tolmachevo, right here opposite the hangar (there was no hangar then, but apparently there already were parking lots - Gleb). On the side was written “Ukraine” in large red color (this inscription, apparently, was only on the first pre-production USSR-U1957 - Gleb). The first commander to fly the An-10 was Leonid Ivanovich Kovun. Former political officer of the flight detachment (114LO in Severny). And we had a flight on the An-10 Novosibirsk - Tashkent. And then one An-10 crashed in Ukraine, in 1959. After which Shiryaev stood firm with his feet and hands - I don’t need these planes.

How the program was closed at ZSU
- ...And in 1960 they were dispersed (An-10 in ZSU). I was at one flight debriefing. This is in Kemerovo, at the beginning of 1960. There was then an Il-14 squadron stationed there, which was formally part of the Kemerovo 196th LO, but they were all from Novosibirsk. There were several pilots in the squadron who had already been retrained on the An-10 (I was a young co-pilot of the Il-14 there). And so Shiryaev immediately called in front of us from Kemerovo to Syktyvkar, there were already basic An-10s there. Kryukov, will you go to Syktyvkar? Shatunov, are you going to go there... He arranged this for everyone directly from the office, according to the departments. In Syktyvkar, a disaster soon followed. I don’t know how Kryukov flew there.

Passenger impressions
- On the An-10 there was a full-width sofa in the third cabin. Come, lie down...

We once flew for retraining on the Il-18, I went with the An-24. We boarded this An-10 and sat in the rear cabin. I actually thought... everything on the ceiling creaks, it’s terrible... All communications are there, the hydraulic system is on top. Like the An-24, it has only zygomatic beams on the bottom for landing on the ground, and everything goes on top. As they say: “The center section is upside down, what kind of airplane is this?” (laugh) These are all Antonov machines. (the An-24 was also not very well spoken about, in terms of piloting a high-wing aircraft).

From another meeting with the former head of the Novosibirsk-Severny ATB Yakovenko
...in the early 1960s, Novosibirsk not only planned to base the An-10 (it is known that Novosibirsk pilots were trained and their full names are available, the tail numbers are also known), but also that they wanted to base them in Nsk-Severny, and not in Tolmachevo. They even received planes, but they were sent to Tolmachevo and quickly transferred to other enterprises. It’s not clear about the location in Severny... where can I find out about this? In orders for the enterprise? Where is the archive of an enterprise usually located if it is closed, as Severny is now?
Comment from Aleck: “Civil Air Fleet plans for the distribution of these aircraft were drawn up at the beginning of 1957.” At that time, there were no regular passenger flights to Tolmachevo; they began in July. I assume that Severny here was still a screen for Tolmachevo and they planned to base them there.

What was found on the Internet as a result of the meeting:

The first disaster in Lvov, 1959
Wiki: on Monday, November 16, 1959, the An-10 of the Kyiv aviation squadron USSR-11167 was flying Moscow - Lvov (the third of the day), 32 passengers and 8 crew members... At 19:06 Moscow time, when approaching and not landing at an altitude of 110 meters, the flaps were extended into a landing position, when the An-10 suddenly went into a dive, after which, at an angle of 25°, 1000 meters before the BPRM (2100 meters from the end of the runway), it crashed into a snow-covered field, overturned and exploded, completely collapsing. As a result, 40 people died. The flight time of this aircraft was 277 hours. It was built in Voronezh.

Moreover, it was a second disaster at once (the same flight, the same third flight of the aircraft on this day, the same flight squad, the sixth day of operation of the aircraft after receipt from the factory...). Well, I think the KGB did a good job there too, in terms of suspicion of sabotage. The reluctance of its basic operation is also understandable (the first side fell during testing in 1958).

Second disaster in Lvov, 1960
...after just over three months, on February 26, 1960, under the same circumstances, the An-10A board CCCP-11180 crashed. ...at an altitude of 90-100 meters, the An-10 suddenly lowered its nose sharply, going into a dive. At an altitude of 60-70 meters, the crew began to remove it from this position, but then the plane lowered its nose again and at 16:57 at an angle of 20-25° crashed into the ground 350 meters from the main landing gear (1400 meters from the end of the runway at landing course 315 °). Having rushed along the ground for 150 meters, the airliner was completely destroyed, but did not catch fire. ...it turned out that when An-10 aircraft land in icing conditions with the flaps extended, they have a tendency to spontaneously go into a dive, the so-called “dive.” The reason for this is that the stabilizer reaches supercritical angles of attack, since during icing this very critical angle of the stabilizer decreases.

Disaster in Syktyvkar, 1963
Vicki: ...On February 8, 1963, an Aeroflot An-10A crashed near Syktyvkar, resulting in the death of 7 people. ...The aircraft was performing a training flight, during which an inspection of the piloting technique of the flight crew of the Syktyvkar air squad was carried out. ...The An-10 was finishing the second turn, or had just completed it, when three engines failed: No. 1, 2 and 3. The crew increased the power of the remaining engine No. 4, but the thrust asymmetry led to the airliner entering a left bank. …10 km from the airport. (Kryukov was not on board).

Here is a video of the Syktyvkar An-10 in flight.

Almost simultaneously with the An-12 cargo aircraft, the development bureau, headed by O.K. Antonov, handed over for testing a new multi-seat passenger aircraft to serve medium-haul long-haul airlines. The first copy of the aircraft was named “Ukraine”. Its salons had 84 seats for passengers. In addition, the plane could take up to 3.5 tons of cargo. At the beginning of 1957, pilots Y. Vernikov and V. Vasin made their first flight on it.

Further extensive testing confirmed that new car It is reliable and very economical; its operation is possible at airfields that do not have concrete runways.

The aircraft accepted for mass production was initially called . The operation of the machine on Aeroflot lines has shown that with minor changes its efficiency can be increased without compromising flight performance.

The designers lengthened the fuselage by 1.1 m and rearranged the arrangement of passenger seats in the cabins. This variant became known as the An-10A. He has already taken 100 or more passengers. The factories built a significant number of machines of this type, which for a long time were successfully operated on many airlines in the country. At the World Exhibition in Brussels in 1958, the An-10A aircraft was awarded a diploma and a Big Gold Medal.

Monoplane of all-metal construction. Four AI-20K turboprop engines with a power of 4 thousand e. hp installed in a relatively thin high wing with an area of 121.78 m2.

With a load of 15 tons, the An-10A develops a cruising speed of 630-650 km/h at an altitude of 8 thousand m. The aircraft’s service ceiling is 10.2 km, landing speed- 190-200 km/h. The take-off length is 700-800 m, the run length is 600-650 m. The machine is capable of continuing to take off with three engines running, and horizontal flight with two. The empty weight of the aircraft is 32.5 tons, the maximum take-off weight is 54 tons.

The first copy of the aircraft. The An-10, named "Ukraine", was built by a design team headed by O.K. Antonov in March 1957.

In 1958, at the World Exhibition in Brussels, the An-10A received a diploma and a Big Gold Medal. In 1961, the An-10A set a speed record when flying along a closed route. total length 500 km - 730.616 km/h. The same aircraft in a cargo version with a modified fuselage (An-12) flew from Moscow through the tropics to Antarctica, where it was used for scientific research on the icy continent. The An-10A is an all-metal high-wing aircraft with a cantilever wing, conventional tail and retractable ten-wheel landing gear. The aircraft is equipped with four AI-20 turboprop engines with a power of 4000 hp each. With. at 12,300 rpm. The propellers are metal, four-bladed, with pitch adjustable in flight. The wing has a small reverse transverse angle V at the end sections. The trailing edge of the central part of the wing up to the ailerons is occupied by double-slotted flaps. On takeoff they deviate downwards by 25°, and on landing by 33°. Each aileron is divided into two parts along its span; the inner part has a trimmer.

The fuselage is equipped with small fairings on the sides below - “gills”, where the struts of the main landing gear, consisting of four two-wheeled bogies, are hidden during flight. The carts themselves are hidden in the fuselage. A headlight is located in the toe of the left fairing to illuminate the runway. The radar fairing is located at the bottom of the forward fuselage. There are antennas on top of the fuselage. The front landing gear, like the main landing gear, is retracted into the fuselage in flight and has a two-wheeled bogie. Thanks to a large number wheels, low pressure in tires and increased engine power, the aircraft can easily take off from unpaved airfields. The fuselage diameter is 4.1 m, while the internal volume of the passenger cabin is quite large. The height of the main passenger cabin is 2.5 m; films are shown here. The cabin has air conditioning, heating and automatically controlled boost.

Crew - 5 people. The cockpit contains modern instruments and radio equipment, allowing you to fly the aircraft in any weather. In the absence of visibility, the radar signals the crew about oncoming obstacles and thunderstorm fronts along the route. There is an anti-icing system. In the rear part of the fuselage, in front of the empennage, there is a tail heel retractable in flight in the form of a crutch with a shock-absorbing strut. The tail of the aircraft has rudders equipped with axial compensation and trim tabs, adjustable by the pilot in flight. The AN-10A aircraft can continue to fly if one, two or even three engines fail. The coloring of the An-10A is as follows: the upper half of the fuselage up to the glazing of the cockpit canopy, including the vertical tail and the central part of the wing, is painted white. The rudder trim and leading edge of the fin are painted silver. Along the length of the fuselage, at the location of the passenger compartment windows, there is a red zigzag line with a white border, tapering towards the tail.

The lower part of the fuselage under the red line, engine nacelles, wings and horizontal tail surfaces are painted silver. The engine nacelles have a red double border and triple longitudinal straight lines. Above the red line in the area of the first windows is written in red handwritten font: “An-10A”. Under the orange wing, in small print, is written in black: “AEROFLOT” and the emblem is drawn in red. A waving red flag is painted on the fin and rudder. On the fuselage under the last three windows there is an inscription in black: “USSR-11185”, the same inscription on the wings, top and bottom.

The aircraft data is as follows: wingspan - 38 m; length - 34 m; height - 9.8 m; wing area - 121.73 m2; maximum take-off weight - 56 g; maximum speed 777 km/h; working altitude - 8000 m; operating flight speed - 640 km/h; range at a maximum load of 14.5 tons - 2200 km, take-off length - 750 m; run length - 600 m.

The development of a new four-engine passenger aircraft "U" ("Ukraine"), intended for operation on airlines with a length of 500 to 2000 km, began at the ASTC named after. O.K. Antonov at the end of 1955 in accordance with the 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 An-10 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. Kalinichin, flight electrician I. D. Evtushenko and presenter test engineer A.P. Eskin, from the airfield of the Kyiv aircraft plant in Svyatoshino. The plane landed at a military airfield in Boryspil. The first public demonstration of the aircraft took place in July 1957 at Vnukovo Airport. Based on the results of state tests, which ended in June 1959, the car was recommended for mass production.

After the An-10A plane crash (serial number 0402502, at the time of the disaster it had 15,435 hours and 11,106 landings) on May 18, 1972 (it was in it that the famous pop artist Viktor Chistyakov died), the operation of the aircraft was suspended. To investigate the causes and circumstances of the accident, as well as to evaluate the entire production and operation program of the An-10, a State Commission was convened, headed by the deputy chairman of the military-industrial commission under the Council of Ministers N.S. Stroeva, which included representatives of TsAGI, OKB-153, OKB- 240, OKB-156, Aeroflot. The commission came to the conclusion that the cause of the accident was the destruction of the aircraft fuselage as a result of metal fatigue, which is also confirmed by the critical attitude towards the machine on the part of one of the creators E. A. Shakhatuni, who dealt with strength issues at the design bureau; in her opinion, the aircraft was not brought to the required level of reliability, since all testing for the strength of the fuselage was carried out at SibNIIA, but there was no more thorough testing at TsAGI, which was busy purging models from the Ilyushin and Tupolev design bureaus, which means the loads arising were not thoroughly studied during takeoff, landing, climb, jogging and braking. The conclusion on the strength of the An-10, issued on February 5, 1971, established the safe operational life of the An-10 modifications in the form of 20,000 hours and 12,000 landings.

The commission's opinions on future fate the planes were different. Objective information about the crashed aircraft (flying time as of date - 15,483 hours, 11,105 cycles) and the nature of the destruction indicated that the reason lay in long-term operation, so Aeroflot representatives proposed to suspend operation only of those An‑10s whose flight time exceeded 10,000 hours, and continue operating the rest until the specified flight hours or possible design solutions are reached. The position and expert opinion of TsAGI representatives was that even the residual strength of the studied fragments of the aircraft made it possible to continue the flight safely, but the accident was caused by the pilots’ error, and there was no need to stop and prohibit flights of all modifications of the An‑10. Special was the position of LII specialist V.P. Vasin, who insisted on banning the An-10 and, as an argument, cited the An-10 accident (board 8400701) near Voroshilovograd on March 31, 1971, the cause of which was not established, but the version about the likelihood of occurrence was actively discussed vibrations similar to aileron flutter after routine maintenance on the aileron, aggravated by the presence of fatigue cracks.

The version with the destruction of solid components was confirmed when the design bureau dismantled 2 An-10A aircraft (serial numbers 0402501 and 0402605), however, further static tests at pilot plant No. 49 and the subsequent 148 flights with overloads showed that the fuselage elements supposedly caused the accident remained intact, and their final destruction occurred only after another 103 flights.

On August 27, 1972, by order of the Ministry civil aviation No. 32 established the decommissioning of 40 of the 67 An-10 aircraft (another 11 were operated by the USSR Air Force), as well as the cessation of operation of the An-10 at Aeroflot. Ministry Order aviation industry No. 410 of November 5, 1972 transferred 25 aircraft for operation to production enterprises for freight transport(after necessary structural changes). In 1973, such changes were made only for 3 aircraft, and in 1974, An-10 flights ceased. Most of the planes had previously been scrapped, the rest went as exhibits to museums, teaching aids to universities, and several became children's cinemas - in Kyiv (Sevastopolskaya Square, on the road to Zhulyany Airport), Samara (Gagarin Park), Novocherkassk, Komsomolsk-on -Amur, Kemerovo (Antoshka Park). In Kharkov, at the PKiO “50 years of the Komsomol” one of the decommissioned AN-10 aircraft served as a hall slot machines, and the cockpit was open for tours. The Air Force continued to operate the AN-10 until the early 1980s (in particular, at the Klokovo airfield in Tula).

Results of operation

Routine work on the An‑10 of the Kharkov air squad

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 OKB-153 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 ground area 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 further work of the design bureau and the creation of the An-12 transport aircraft.

Aerodynamic design

Four-engine turboprop high-wing aircraft with a single fin. All produced cars initially had two vertical washers at the edges horizontal tail to increase the margin of longitudinal and directional stability.

Later, this scheme was abandoned - during the process of planned modifications, the washers were gradually dismantled on all aircraft, and two under-keel ridges were installed to ensure longitudinal stability.

Technical description

Fuselage

Beam-stringer semi-monocoque of round section. Consists of 110 stringers and 68 frames. The total length of the fuselage is 34 m, the maximum diameter is 4.1 m. Technologically, the fuselage is divided into four compartments. The first three compartments are connected to each other with bolts, the tail compartment is attached using duralumin strips and rivets. From the nose to the 60th frame the fuselage is sealed. The glazing of the navigator's canopy is made of 12 mm thick plexiglass, and the pilot's canopy is made of 18 and 24 mm thick. The passenger cabin is divided into three parts: front, middle and rear passenger compartments. The plane has three compartments: two between the front and middle passenger compartments, and one at the end of the cabin. Also between the first two salons there is a front entrance vestibule, a buffet and a trunk, and between the middle and rear salons there is a rear entrance vestibule, a wardrobe and a toilet. The maximum width of the passenger cabins is 3.9 m, and the height is 2.6 m. There are two passenger doors on the left side of the fuselage, and two cargo hatches on the right side. In addition, there are five escape hatches. Under the floor of the passenger compartments there are: a compartment for the retracted position of the nose gear, a front cargo compartment, a compartment for the retracted position of the main landing gear, a rear cargo compartment, three underground luggage compartments, accessible through hatches in the floor, and a tail compartment.

Wing

Tail

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. Horizontal tail area - 26.1 m², vertical tail- 17.63 m², one washer - 4.0 m², fork - 3.63 m², ridge - 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-absorbing 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 AChHO 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 performance

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

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, making it difficult to fly in winter period extremely dangerous. 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. It was decided to stop operating all An-10 type aircraft on Aeroflot routes in 1973. The Air Force and the enterprises of the Ministry of Aviation Industry still flew aircraft for some time. Then most of the aircraft were scrapped, some were installed in various cities of the USSR as monuments or simply on children's playgrounds. In particular, in Kuibyshev, in the park named after Yuri Gagarin, the An-10 aircraft was converted into a children's cinema "Antoshka", and subsequently dismantled for scrap in 1992-1993. On the An‑12, released later and cleared for flight, sensors were installed on the spar; Some An-12s continue to fly today.

Modifications

An-10A- with an extended fuselage and with engines AI-20 A, and then AI-20 K. The car was produced first at 89 and 100 passenger seats, subsequently their number was increased to 118, then to 132.
An-10B- with updated radio equipment and a modified interior 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- military transport, with a carrying capacity of 14,500 kg, capable of landing airborne personnel in the air.
An-10D- increased 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.

Disasters

A total of 12 An-10 aircraft were lost, and there is an opinion that the cause of these accidents was a technical failure, but studies of the circumstances of the accidents also indicate the presence of a human factor:

date	Board number	Disaster site	Victims	Short description
16.11.59	11167	Lviv	40/40	It fell into a dive during landing, presumably due to wing icing.
26.02.60	11180	Lviv	32/33	Spontaneous stall during a dive during landing due to wing icing.
27.01.62	11148	Ulyanovsk	13/14	Crashed 3 minutes after takeoff as a result of engine No. 4 being turned off due to an error by a cadet of the Ulyanovsk ShVLP.
28.07.62	11186	near Sochi	81/81	Collision with a mountain as a result of a dispatcher error.
08.02.63	11193

Status decommissioned Operators Aeroflot Years of production - Units produced 1 prototype and 108 production Options An-12 Media files on Wikimedia Commons

History of creation, production and service

Operators of An-10 (as of 1966)

Aeroflot

Civil Aviation Authority ( base airports): Ukrainian (Kyiv, Lvov, Kharkov) Belarusian (Minsk) Moldavian (Chisinau) Komi (Syktyvkar) Volga region (Kuibyshev) North Caucasian (Rostov-on-Don) East Siberian (Irkutsk) Far Eastern (Khabarovsk until 1965) educational establishments (Ulyanovsk ShVLP) State Research Institute of Civil Aviation

USSR Air Force

Military transport aviation separate mixed air force regiments

MAP flight service

flying squads MAP enterprises

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-absorbing 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 KT-77 main supports measuring 1050×300 mm are equipped with disc brakes and UA-23/2 inertial anti-skid sensors. 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

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.

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

Anti-icing system

Consists of air-thermal and electro-thermal systems.

Electrothermal POS protects the propeller blades, keel toes, stabilizer and washers, air pressure receivers and front triplex glass canopies.

Air conditioning system

Oxygen equipment

Passenger equipment

Flight characteristics of the An-10A

Errors in the An-10 design that led to disasters

A number of disasters occurred with the An-10 (see). The aircraft was difficult to fly in icing conditions, which made it extremely dangerous to fly in winter. In the first two accidents that occurred with this plane, during landing there were unexpected sharp “pecks” downwards, which led to a collision with the ground.

Current state

To this day, the only An-10A aircraft (USSR-11213 aircraft) has survived, which is stored in the aviation museum in Monino.

Modifications

Model name	Brief characteristics, differences.
An-10A	With extended passenger compartment(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.
An-10VKP	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.
An-16	A project for transporting 130 passengers with luggage, mail and cargo with a total weight of up to 14,000 kg over a distance of 2,000 km. The increase in seats was achieved through a 3-meter cylindrical insert into the fuselage of the base aircraft. Proposed in 1957, but its implementation was delayed due to workload with other work.

Disasters

According to the Aviation Safety Network website, as of March 15, 2019, a total of 14 An-10 aircraft were lost as a result of accidents and serious accidents. A total of 373 people died in these incidents.

date	Board number	Disaster site	Victims	Short description
16.11.1959	11167	Lviv	40/40
26.02.1960	11180	Lviv	32/33	Sudden sharp descent (with loss of control) during landing, presumably due to icing of the stabilizer with flaps fully extended.
27.01.1962	11148	Ulyanovsk	13/14	It crashed a minute and a half after takeoff at night due to a loss of speed as a result of engine No. 4 being turned off due to design flaws in the engine hydraulic system. Training flight without passengers.
28.07.1962	11186	near Sochi	81/81	Collision with a mountain as a result of a dispatcher error.
08.02.1963	11193

June 24, 1925 - The Irkutsk airport receives 6 aircraft participating in the flight Moscow – Ulaanbaatar – Beijing – Tokyo.

May 17, 1928 - By order of the management of Dobrolyot in Irkutsk, the Directorate of Siberian Air Lines was organized, with the Buryat-Mongolian and Yakut Air Lines subordinate to it.

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

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

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

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

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

May 14, 1938 - consolidation of the 9th and 10th JSC into one 9th Transport JSC, located in Irkutsk, with the allocation of the Irkutsk airport to the subordination of the head of the Armed Forces of the UGVF. (Disbanded April 1, 1939)

September 1939 - in addition to the 232nd JSC, the 233rd JSC for special applications was organized in Irkutsk, in order to serve the national economy of the Irkutsk region and the Buryat-Mongolian Autonomous Soviet Socialist Republic (Order No. 335 of the Civil Air Fleet State Administration dated August 16, 1939)

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

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

September 1952 - the 133rd and 134th JSC of the East Siberian Technical Unit of the Civil Air Fleet were formed

December 30, 1954 - Irkutsk airport received international status. The first flight was to Beijing.

September 15, 1956 - open passenger flight Moscow - Irkutsk on Tu-104. This was the first passenger flight jet plane in the country. To accommodate the flight, a new runway 2500 meters long, taxiways, and parking areas were built at Irkutsk airport aircraft, a new command center and other infrastructure facilities.

August 25, 1958 - The 133rd and 134th AO were merged into the 134th AO of the East Siberian Technical Unit of the Civil Air Fleet. (The 133rd JSC was disbanded. In June 1964, the 133rd LO will be re-created in the Bodaibo JSC).

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

April 1, 1992 - as a result of the reorganization of the Irkutsk OJSC, the FSUE “Irkutsk Airport” was formed.

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