"Antei" from the Banks of the Dnipro

“Antei” from the Banks of the Dnipro

(On the 60th Anniversary of the Heavy Transport Aircraft An-22)

This aircraft became iconic almost immediately after being introduced to the aviation community. Its creation allowed Oleg Antonov’s design bureau to enter the elite league of global aircraft manufacturing. Its history, filled with both bright and tragic pages, will continue to captivate aviation enthusiasts for years to come.

At the time, the modern Antonov State Enterprise was officially known as the State Union Design Bureau-473, a name used exclusively in official documents. Under the leadership of Oleg Antonov, the team had already developed the An-8and An-12 transport aircraft, primarily for the Soviet Air Force. The experience gained from these projects enabled them to move forward, especially as the military’s demands grew—they sought an aircraft with significantly greater capabilities.

By the late 1950s, Soviet strategists conceived an idea to create an air transport complex for intercontinental ballistic missiles. The plan envisioned an aircraft that would deliver the missile and necessary equipment to the nearest airfield, from where a massive helicopter would transport them to an underground launch site. Although this ambitious project was short-lived, the requirement to transport such heavy and oversized cargo greatly influenced the design of what would become the An-22.

The Birth of the An-22

Development of the new military transport aircraft (MTA) commenced following Decree No. 1117-465 of the CPSU Central Committee and the USSR Council of Ministers on October 13, 1960. Within Antonov’s design bureau, the aircraft was designated internally as “Product 100”, a name still used by veteran engineers today. The project was led by Deputy Chief Designer Oleksiy Belolipetsky, with Vasyl Kabaiev as the lead designer.

Antonov’s engineers had to solve numerous technical challenges, including:

• Defining the cargo bay dimensions to accommodate a wide range of military equipment.

• Developing a multi-wheel landing gear capable of operating from unpaved airstrips.

• Implementing a booster control system—a first for Antonov aircraft.

• Enabling the airdrop of single-piece cargo weighing up to 20 tons.

The team also decided to abandon the single-tail configuration used in previous aircraft, fearing it would create excessive torsional forces on the fuselage, weakened by the large cargo hatch. However, during studies of a twin-tail design, Antonov made a key discovery: the stabilizer-end vertical fins significantly reduced flutter speed. He later recalled that the solution came to him at night:

“I woke up thinking about the biggest challenge we faced. If the stabilizer fins cause flutter due to their weight, we need to reposition them so that their mass shifts from a negative factor to a positive one… How simple!”

As a result, the final design placed the twin vertical fins ahead of the stabilizer, mounted at 70% of its span.

A Revolutionary Powerplant

Selecting engines for such a gigantic aircraft was another major challenge. The only available option from the Soviet aviation industry was the NK-12 turboprop engine, which powered the Tupolev Tu-95 bomber. However, at the time, these engines provided 12,000 equivalent shaft horsepower (eshp), whereas the An-22 required 25% more power.

The State Union Research Plant No. 276 in Kuybyshev (now Samara), led by Nikolai Kuznetsov, developed an upgraded version—the NK-12MA, producing 15,000 eshp. Additionally, larger propellers were needed, but due to production delays, the first An-22 prototype was initially equipped with smaller propellers from the Tu-95.

The First Flight and International Debut

The prototype aircraft (serial number 01-01) was assembled at Antonov’s experimental production facility in Kyiv, with major contributions from the Kyiv Aviation Plant and the Tashkent Aircraft Production Association, which would handle serial production.

On August 18, 1964, the aircraft was rolled out of the final assembly hangar. However, further modifications were needed, delaying flight preparations until early February 1965. The seven-member test crew, led by pilot Yuriy Kurlin, was ready for takeoff. By this time, the aircraft had already received its official name: “Antei” (Ant-22).

The maiden flight took place on February 27, 1965, from the Sviatoshyn airfield in Kyiv. After a 1,200-meter takeoff run, the aircraft lifted off smoothly. The flight lasted 1 hour and 10 minutes, ending in a successful landing at Uzin Air Base.

Even though testing was still in its early stages, Soviet authorities decided to take a bold step—showcasing the world’s largest aircraft at the prestigious 26th Paris Air Show in Le Bourget. On June 15, 1965, the An-22 arrived in France, causing a sensation. The French Communist newspaper “L’Humanité” remarked:

“They expected to see a monstrous, bloated, ugly beast, but instead, they saw an elegant, noble aircraft that touched down gently, without the slightest shake…”

After making headlines across Europe, Antei triumphantly returned to Ukraine, where testing continued. The aircraft was finally fitted with full-scale NK-12MA engines and massive 6.2-meter diameter AV-90 propellers.

From Military Workhorse to Aviation Legend

The An-22 entered serial production in Tashkent following a June 10, 1965, decree. On January 27, 1966, the first production aircraft (No. 01-03) took flight. However, this flight was dramatic—the engines experienced dangerous fluctuations in RPM, leading to an emergency landing. Investigators traced the issue to a minor manufacturing defectin the control system, which was quickly rectified.

Despite initial setbacks, the An-22 proved itself. It set 41 world records, including lifting 100,444.6 kg to 7,848 meterson October 17, 1967—a record that still stands for turboprop aircraft.

Primarily used by the Soviet Military Transport Aviation (VTA), the An-22 played a vital role in delivering military cargo, personnel, and equipment. It participated in major exercises, such as “Vostok-69”, and supported Soviet operations in Egypt (1971) and Afghanistan (1980s). It also carried humanitarian aid, but suffered tragic losses—such as the 1969 crash over the Atlantic and the 1970 fatal incident in India due to propeller blade failure.

The An-22’s Final Chapter

By the 1990s, Antonov Airlines began using the An-22 for commercial transport, particularly in Africa and the Middle East. However, aging aircraft and high maintenance costs led to their gradual retirement.

The last operational An-22 (No. 05-09, UR-09307) was still flying until 2016, notably delivering cargo between Europe and the Middle East. However, by 2022, it was grounded at Hostomel Airport, awaiting repairs. When Russia invaded Ukraine, the aircraft was heavily damaged in the battle for Hostomel, marking the end of the An-22’s flying days.

A Legacy That Endures

Though the An-22 is no longer in service, its engineering innovations, record-breaking achievements, and service history remain a testament to Ukrainian aviation excellence. It will forever be remembered as one of the greatest aircraft ever built.

By Rostyslav Maraiev