Military Review

An-124 aircraft: history, present, prospects

13

The launch of the An-22 military transport turboprop aircraft in 1965 marked a new stage in the confrontation between the USSR and the USA in the Cold War. This heavy military transport aircraft, capable of lifting loads up to 88.45 tons, forced the United States to redouble its efforts, which led to the appearance of the turbojet Lockheed C-5A Galaxy. The new military transport aircraft significantly increased the capabilities of the United States in the field of strategic transportation compared to its adversary, and the USSR could not ignore this situation. 21 July 1966, the Central Committee of the CPSU issued a decree, which formulated the requirement for a transport aircraft capable of carrying 100-120 tons of payload.


A month later, the first of the two directives (the second followed in September) was issued to the Kiev Mechanical Plant (as Antonov Design Bureau was at that time), according to which it was necessary to create a turbojet aircraft that surpasses C-5А in performance. The chief designer of the design bureau A. Ya. Belolipetsky led a group of designers, who initially considered projects with a swept wing, T-shaped tail, and four turbojet engines, while the An-22 fuselage remained the same. Marked An-122, the new project allowed 80 to transport tons of cargo to a range of 3500 km. In October, 1967, Mr. O. K. Antonov, and V. F. Eroshin handed over the project to the Military-Industrial Commission at the Council of Ministers of the USSR, but it was quickly rejected because it did not give significant advantages compared to An-22 and was still behind from its American rival.

Alternative projects began to be developed, and by the middle of 1968, Antonov focused on two projects that received the name An-124 and An-126, which could carry 120 and 140 tons of cargo, respectively. Both projects were distinguished by the use of the most up-to-date technology available; the An-126 was distinguished by six engines and a nose opening opening upwards. However, the government decided that the development of a six-engine aircraft posed a high technological risk, and it was rejected in favor of the smaller An-124 with four engines.

Birth of An-124

The Antonov group was assigned a large-scale task not only to create a plane, but an aircraft whose payload would be twice as large as its predecessor. In addition, they had to reduce the number of man-hours required for maintenance, as well as increase operational autonomy. Work on the project was carried out at the end of 1960-x - the beginning of 1970-x, and a full-size mock-up was created in 1973. However, it turned out that various aspects of the program did not correspond to the overall task, and the work was suspended. Since the program was progressing slowly, then in 1976, Oleg Antonov decided to completely revise the project. He reformulated the objectives of the entire program and issued a new technical task, which were also approved by the CPSU Central Committee and the Council of Ministers. To distinguish the previous version of An-124 from the new, it was given the name "Ruslan".

Work resumed, and engineers focused their efforts on the large wing of the aircraft. Opinions are divided. One part of the designers believed that the wing should be a traditional swept with a thin profile, others called for a supercritical profile, which was considered a step forward. He allowed the use of a thicker wing without increasing aerodynamic drag, in addition, it was easier to produce, and the additional volume allowed to increase the stock of fuel and flight range. The main argument against the supercritical wing was the following: it had never been used on Soviet aircraft before and presented a rather high technical risk. But Oleg Antonov decided that the benefits were worth it, and approved the project.

Due to the size of the proposed An-124 project, it was also believed that the aircraft needed an electric remote control system (EDSU), which made it possible to control a large aircraft in all flight modes. Designers spent a lot of time to determine the size of the cargo compartment, making up any possible combination of military and civilian cargo on a specially created stand for this. And again, Oleg Antonov ultimately fixed the dimensions of the cargo compartment, the width of which was 6,4 m. Other approved design features were the rear ramp and the reclining nose just in front of the pilot's cabin, which allowed for through loading operations. At the same time, the nose landing gear could “squat”, thereby facilitating the loading of bulky cargo. In order to facilitate the transportation of cargo in the cargo compartment on board, two girder cranes with a load capacity of 5 t were installed onboard the aircraft.

As soon as the overall dimensions of the An-124 were approved, a double-deck fuselage was also approved, with each deck having its own sealing system. All compartments with equipment were grouped on the upper deck behind the pilot's cabin, which made it possible to eliminate faults on the ground or in flight. Antonov turned to the Zaporozhye Progress Design Bureau with a request to develop an engine for the aircraft. The design bureau, led by chief designer V. A. Lotarev, developed the D-18T engine with a 23 kN engine, i.e., more than the General Electric TF39-GE-1 engine installed on the C-5A Galaxy. Designed primarily as a military transport aircraft, the An-124 was equipped with two independent auxiliary power units installed from each side in the fairings of the main landing gear, which allowed all engines to start simultaneously.

The construction of the mighty "Ruslan"

The construction of the first prototype of the An-124 was preceded by an extensive program for the improvement and experimental testing of individual components. In an unprecedentedly short time, around 3500 nodes were tested, which were used to create a full-scale test bench. For static tests of individual nodes, which took place at the Kiev Mechanical Plant of Antonov Design Bureau, more than 60 thousand hours were spent.

The assembly of the first prototype of the An-124 began at the Kiev Aviation Plant in 1979, almost at the same time, they began to re-equip production for the production of mass-produced aircraft. For the release of An-124, almost 100 contractors were attracted, but the Tashkent Aviation Production Association named after T. Kh. Chkalov (TAPOiCH). TAPOiCh was responsible for the release of wing tips, center-section and large-size fuselage frames, which were assembled from Tashkent to Kiev in two specially converted An-22. The construction of the aircraft was nearing completion, but the engines had not yet been delivered. The development of the D-18T was behind schedule, and the first tests at the stand were completed just three months before the first flight.

October 24 1982, the first prototype was ready and before the eyes of the invited guests and workers rolled out of the production plant with a non-standard registration USSR-680125 (serial number 01-01). Due to security reasons, the first taxiing and speedy runs were made at night. During the first runs, it became clear that the engines are still in the early stages of development and still require a lot of work. Two months later, the prototype was towed to the runway of the Kiev / Svyatoshino factory airfield and made a series of high-speed runs under various weather conditions.

After their completion, he remained on the runway for another two hours, waiting for better weather. As soon as it improved, the factory test pilots V.I. Teresky and A.V. Galunenko decided to bring the D-18T engines to full power, and the An-124 took off for the first time. During the first flight, the crew conducted a series of tests to determine aircraft stability and overall controllability. The only problem occurred during the landing, when in the cockpit strong vibrations from rocking (“shimming”) of the double nose landing gear began to be felt, causing minor damage.

At the first stage of testing, during which the 141 flight was performed for a total of one hour 251, a problem was discovered that pursued Ruslan in its early years. The low gas-dynamic stability of the D-18T engines, especially in takeoff mode, could lead to a surge and then a simultaneous stop of the engines. A year after the flight of the first prototype, the second prototype made its first flight with the registration USSR-680345 (serial number 01-03). Registration then changed to USSR-82002, and in May 1985, the aircraft was presented to the Soviet media. Two weeks later, he made his debut in the West at the Paris Aviation Salon, after which he received the NATO code "Condor".

In a desperate attempt to create a good reputation for the An-124 and refute Western opinions about the capabilities of the aircraft, Oleg Antonov organized a series of record flights designed to confirm the certificate of the aircraft. 26 July 1986 V.I.Tersky with the crew set the 21 new record in the course of one flight of the first prototype, including the absolute record in terms of carrying capacity and height: 171 219 kg were raised to the height of 10 750 meters, which significantly exceeded all C-5A achievements Galaxy. The third An-124 USSR-82005 (serial number 01-107) joined the test program, and it was the first aircraft of Ulyanovsk construction.

On October 13, the program suffered a heavy blow when a second prototype was lost in a disaster. During tests for controllability at maximum dynamic pressure, a collision with a bird caused the destruction of the nose cone, followed by the destruction of the bow, whose debris got into the engines. Unable to return to the airport, the plane crashed in a forest near Kiev, all those on board died. Fortunately, this disaster did not affect the test program, and on December 30, 1992, the Interstate aviation The committee issued the An-124 type certificate.

Start of operation

Initially, the plans envisaged the construction of the first batch of An-124 in Kiev, but at 1983 the Soviet government decided to expand its production in Ulyanovsk at the Ulyanovsk aviation-industrial complex (now OJSC Aviastar-SP). Production at the first stage should have been 90 units.

In addition to the first six copies of the first series, the 30 planes of the second, third and fourth series were to be released in Kiev, but before the transfer of production in Kiev, only 17 serial copies were released. One unfinished airframe remained in Kiev for many years, but in 2002, the Russian airline Atlant-Soyuz acquired the completed aircraft. Although at the last moment Atlant-Soyuz refused the deal, the buyer was found and the plane was transferred to the UAE Ministry of Defense, although it carries the Ukrainian registration UR-CCX (both in the text, in fact, UR-ZYD, as correctly indicated in the table - Periscope. 2). The first Ruslan built in Ulyanovsk was the aircraft with registration USSR-82005 (serial number 9773054516003), which made its first flight in October 1985.

Commercial option

As soon as the orders of the military disappeared, Antonov Design Bureau quickly realized the capabilities of An-124 for transporting heavy loads in the civilian freight market. Initially, the military "Ruslans" began to carry out freight transportation in the interests of commercial operators. But without the appropriate type certificate and on-board equipment that would allow the safe operation of the aircraft in international airspace, international aviation authorities prohibited the operation of the aircraft for civilian purposes. The design bureau had no choice but to develop a modified civilian version. The program was carried out jointly with Aviastar-SP.

First of all, all military equipment was removed from the aircraft, the cockpit, flight, radio and navigation equipment were modified. Production of the first civilian variant, which received the An-124-100 index, began at the Antonov Design Bureau Aviant Aviation Plant in Kiev in 1990. The first two aircraft produced: USSR-82027 (factory number 19530502288) and USSR-82029 (factory number 19530502630) were involved to an extensive flight test program that led to a type certificate.

Further improvements were made to comply with the ICAO rules, to which Russia joined. They included the installation of noise absorbing panels in the nacelles of the D-18T engines to meet the requirements of Chapters III and IV and the established emission levels. In 1996-1997, Aviastar began work on a deep modernization of the aircraft control system, including the installation of the 3M global positioning system and the airborne collision warning system TCAS-2000 manufactured by Honeywell Electronics, as well as the ground collision warning system. The power plant of the aircraft also underwent refinement in the form of installation of D-18T 3 series engines, and the number of the Ruslan crew was reduced from six to four people.

Volga-Dnepr Airlines became the first customer of the new version, having signed a contract for one copy in July 2003. The An-124-100М RA-82801 prototype left the Aviastar shop 16 in March 2004, and a month later, 11 April, made the first flight.

Future production

When the X-NUMX production ceased in 2004, 124 gliders were released by that time. Currently, the 56 "boards" remain in service. Of these, 38 is owned and operated by civilian operators, while 24 is reported to be part of the Russian Air Force. Of the remaining 14 aircraft released, 18 is currently in storage, and five were written off after flight accidents.

Back in September, the governments of Russia and Ukraine announced the resumption of production; The An-2004-124М variant was to be produced jointly by Aviastar and Aviant during the 100-2006 period. In July, Volga-Dnepr Airlines expressed interest in purchasing 2020 An-2008-40-124 from 100 and for the period up to 150 from the United Aircraft Building Corporation 2011.

By October, 2010, the UAC, announced that it had 62 orders for the new Ruslans. However, by the middle of 2011, the Ukrainian engine manufacturer D-18T Motor Sich JSC stated that the resumption of production was postponed to 2016, citing financial difficulties and workload of the Ulyanovsk plant. At the same time, the remaining Russian An-124 was being repaired and upgraded at Aviastar. 20 July 2011, the last copy owned and operated by Polet, completed the repair and was handed over to the company's flight center for pre-sales testing.

The resumption of production of An-124 remains in question - there is no evidence that at least one contract has been signed, but the program is not officially considered closed. There are a number of reasons to believe that the contract from the Russian Ministry of Defense with volumes from 10 to 20 An-124 is moving forward along with the modernization program of the aircraft remaining in the air force. According to some experts, the signing of this contract can serve as a way out of the impasse and give rise to mass production. Taking into account forecasts for the growth of the market of heavy and oversized cargo in the coming 20 years, there will be an increased demand for An-124, equipped with the most modern technologies and integrated systems.

Existing civilian operators An-124

Operator

Registration number

Factory number

Modification

Year of delivery

Antonov Airlines

UR-82007

19530501005

An-124-100

1993

UR-82008

19530501006

An-124-100M-150

1993

UR-82009

19530501007

An-124-100M-150

1994

UR-82027

19530502288

An-124-100

1993

UR-82029

19530502630

An-124-100

1993

UR-82072

9773053359136

An-124-100

1999

UR-82073

0773054359139

An-124-100

1999

Libyan air cargo

SA-DKL

19530502761

An-124-100

2001

DA-DKN

19530502792

An-124-100

2004

Flight

RA-82068

9773051359127

An-124-100

2004

RA-82075

9773053459147

An-124-100

1994

RA-82077

9773054459151

An-124-100

1995

RA-82080

9773051462162

An-124-100

2004

Volga-Dnepr

RA-82042

9773054055093

An-124-100

1993

RA-82043

9773054155101

An-124-100

1992

RA-82044

9773054155109

An-124-100

1992

RA-82045

9773052255113

An-124-100

1993

RA-82046

9773052255117

An-124-100

1993

RA-82047

9773052259121

An-124-100

1993

RA-82074

9773052259142

An-124-100

1999

RA-82078

9773052259153

An-124-100

1996

RA-82079

9773052062157

An-124-100

2000

RA-82081

9773052062165

An-124-100М

2004

Maximus Air Cargo

UR-ZYD

19530502843

An-124-100

2004

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13 comments
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  1. Canep
    Canep April 19 2013 09: 57
    +5
    Thanks to the author, the article is good, useful and necessary.
  2. albert
    albert April 19 2013 10: 26
    +6
    Aircraft-handsome! Actually, the An-225 Mriya is made on its basis.
  3. Akim
    Akim April 19 2013 10: 33
    +8
    It is easier to load into our plane than into an "American"
  4. smprofi
    smprofi April 19 2013 10: 53
    +3
    article is good, thanks.
    only there is inaccuracy. thanks to the "reforms", the 224 flight detachment of the Ministry of Defense was transformed into the JSC "224 flight detachment" with all the equipment, and thus the An-124 Ruslan - 5 units and
    An-124-100 Ruslan - 1 unit (there is also a Il-76MD steam locomotive - 25 units).
    well, "businessmen" in officer's shoulder straps are already carrying equipment of sworn friends

    1. Containers
      Containers April 20 2013 00: 26
      0
      "Kommersant" let this technique fly and live. What they carry there is the third thing. If they were dragged to harm the country, they would have been dragged away long ago.
  5. Prapor Afonya
    Prapor Afonya April 19 2013 11: 48
    +3
    And also the facts that in order to fly this handsome man in the army, you need to have at least class 1 on IL-76, and when transporting our troops to Africa, 4 mi-24 is placed in it!
  6. Algor73
    Algor73 April 19 2013 12: 02
    +3
    The plane is good and necessary, but as always, politics is above all. He was not the first to be destroyed in the abyss of bureaucracy and mutual accusations, coercion, inconsistencies, etc. A little more and we will buy the same well-worn C-5A Galaxy or cargo Airbuses and Boeing
    1. Containers
      Containers April 20 2013 00: 24
      +1
      What kind of panic and hamster "everything is dead!" Are in service. Further release is expected.
  7. igor67
    igor67 April 19 2013 19: 22
    0
    In 92 I was in Gastomel (Antonov’s ANTK airfield) to repair the engine on the AN22, then Ruslans sat down with the words British Air Lans, the article does not indicate that the Britons also operated machines
    1. Containers
      Containers April 19 2013 21: 02
      0
      T.N. "use" of Ruslan by brites is another story

      http://flb.su/infoprint/7697.html

      in '92 this could not be. Well, only if the placement of advertising decals. Ruslan was not officially supplied abroad for dual-use equipment.
      Perhaps you are confusing something.
  8. V. Ushakov
    V. Ushakov April 20 2013 12: 16
    0
    Well, ov, there is no more hope. We need to work ourselves, to create similar, better quality, in sufficient quantities, airplanes. Aircraft factories in Russia are quite enough, as well as design bureaus of aircraft construction. Surely, there is technical documentation. If Ukraine is unfriendly to Russia, why bother with them? On the contrary, one must compete with them in this industry and completely crush them.
  9. Hyppopotut
    Hyppopotut April 21 2013 18: 00
    0
    There is no dirtier business than "big politics"! What machines were created !!!
    I also saw "Mriya" live. Impressive !!!
    And what have we released over the past 22 years?
    How sad it is when politicians destroy countries, divide people by language, sell their country, their people ...
    I think if the union had not been destroyed, today we would admire even more advanced aircraft ...
  10. vladimirZ
    vladimirZ April 21 2013 18: 54
    0
    "The low gas-dynamic stability of the D-18T engines, especially in take-off mode, could lead to surge and then simultaneous engine shutdown." (from article)

    Is it because of this surge that the An-124 Ruslan plane crash occurred in Irkutsk on December 6, 1997. An-124 Ruslan, taking off from the airfield of the Irkutsk aircraft plant, due to the successive failure of three of the four engines fell on residential buildings in the Irkutsk microdistrict II immediately after takeoff.
    Chronicle of air disasters:
    "At 14:42 (UTC + 8), the aircraft took off from the Irkutsk-2 airfield. An-124 transported two Su-27 fighters assembled by the Irkutsk aircraft plant to Vietnam. 3 seconds after the liftoff at an altitude of 5 meters in conditions of increasing angular velocity pitch rotation, there was a surge of engine No. 3, as a result of which the engine was turned off. After 6 seconds at an altitude of 22 meters, engine No. 2 stopped with signs of a regular shutdown. After another 2 seconds, under the influence of slip and a large angle of attack (but not exceeding the maximum allowable) at an altitude of 66 meters, there was a surge of engine No. 1, after which the plane went down. An attempt to keep the plane on one running engine, undertaken by the crew under the command of Lieutenant Colonel V.A. to house No. 45 on Grazhdanskaya Street. The tail of the aircraft significantly touched house No. 120 on Mira Street, and the rest of the wreckage hit the orphanage building. "
    The crash killed all 23 people on board, as well as about 45 people on the ground, including 14 children. As a result of the destruction of the residential building, more than 70 families were left without housing. The consequences of the disaster to a large extent influenced by the instantly flammable tens of tons of aviation fuel.
    1. Snake4
      Snake4 April 22 2013 17: 50
      0
      No
      due to low-quality toliv flooded in the previous parking spot (I don’t remember, China or Malaysia ..)
      We got all 4.
      Surge on 4 engines - this must be managed.
  11. Amapok
    Amapok 8 May 2013 19: 32
    0
    "... On July 20, 2011, Vyacheslav Boguslaev, Chairman of the Board of Directors of Motor Sich OJSC, announced that the program for restoring production of the An-124 Ruslan aircraft at the Aviastar-SP Ulyanovsk aircraft plant has been postponed to 2016" (c)
  12. Heli41
    Heli41 6 August 2013 07: 27
    0
    The article is still timely and good in that in the USSR they could and quickly created excellent aviation equipment while running the country, when there was enough money for the plan because there was no such bloated and inefficient (unprofessional) bureaucracy, criminal mass theft and the export of money funds abroad ... Even a small attempt to solve at least these problems could significantly affect the restoration of the former power of the Russian Federation ...
  13. Pate
    Pate 25 June 2015 14: 40
    0
    My grandmother and mother have been telling me all my life, Ruslan said, they let us out in Tashkent, and referring to the directories argued the opposite, it turned out that they really collected, even partially, on TapoiCh.