 | |
 | |
| Antonov Company | |
Native name | Акціонерне товариство «Антонов» |
| Formerly | Antonov State Enterprise |
| Company type | State-owned company |
| Industry | Aerospace anddefence |
| Founded | 31 May 1946; 78 years ago (1946-05-31) |
| Founder | Oleg Antonov |
| Headquarters | , Ukraine |
Key people | Oleksandr Donets (president of the enterprise)[1] |
| Products |
|
| Total assets |  ₴13.8 bn (2020) |
| Total equity | ₴9.0 bn (2020) |
| Owner | Government of Ukraine |
Number of employees | 13,700 (2014) |
| Parent | Ukrainian Defense Industry |
| Divisions | |
| Website | www |
Antonov (d/b/aAntonov Company,[a] formerly theAeronautical Scientific-Technical Complex named after Antonov orAntonov ASTC,[b] and earlier theAntonov Design Bureau, for its chief designer,Oleg Antonov) is a Ukrainian aircraft manufacturing and services company. Antonov's particular expertise is in the fields of very large aeroplanes and aeroplanes using unpreparedrunways. Antonov (model prefix "An-") has built a total of approximately 22,000 aircraft, and thousands of its planes are operating in theformer Soviet Union and indeveloping countries.[2]
Antonov Company is a state-owned commercial company originally established inNovosibirsk, Russian Soviet Federative Socialist Republic (RSFSR). In 1952, the company relocated to Kyiv, Ukrainian SSR, then part of the Soviet Union.[3] On 12 May 2015, it was transferred from theMinistry of Economic Development and Trade to theUkroboronprom (Ukrainian Defense Industry).[4]
In June 2016, Ukraine's major state-owned arms manufacturerUkroboronprom announced the creation of the Ukrainian Aircraft Corporation within its structure, to combine all aircraft manufacturing enterprises in Ukraine.
The company was established in 1946 at theNovosibirsk Aircraft Production Association as the top-secret SovietResearch and Design Bureau No. 153 (OKB-153). It was headed byOleg Antonov and specialised inturbopropmilitary transport aircraft. The task was to create anagricultural aircraft CX-1 (An-2), the first flight of which occurred on 31 August 1947. TheAn-2 biplane was a major achievement of this period, with hundreds of these aircraft still operating as of 2013.[5] In addition to this biplane and its modifications, a small series of gliders A-9 and A-10 were created and built in the pilot production inNovosibirsk. In 1952, the Bureau was relocated to Kyiv, a city with a richaviation history and an aircraft-manufacturing infrastructure restored after the destruction caused byWorld War II.
The 1957 introduction of theAn-10/An-12 family of mid-range turboprop aeroplanes began the successful production of thousands of these aircraft. Their use for both heavy combat and civilian purposes around the globe continues to the present; theAn-10/An-12 were used most notably in theVietnam War, theSoviet–Afghan War and theChernobyl disaster relief megaoperation.
In 1959, the bureau began construction of the separate Flight Testing and Improvement Base in suburbanHostomel (now theAntonov Airport).
In 1965, theAntonov An-22 heavy military transport entered serial production to supplement the An-12 in major military and humanitarianairlifts by the Soviet Union. The model became the first Sovietwide-body aircraft, and it remains the world's largest turboprop-powered aircraft. Antonov designed and presented anuclear-powered version of the An-22. It was never flight tested.
In 1966, after the major expansion in theSviatoshyn neighbourhood of the city, the company was renamed to another disguise name: "Kiev Mechanical Plant". Two independent aircraft production and repair facilities, under engineering supervision of the Antonov Bureau, also appeared in Kiev during this period.
In the 1970s and early 1980s, the company established itself as the Soviet Union's main designer of military transport aircraft with dozens of new modifications in development and production. After Oleg Antonov's death in 1984, the company was officially renamed as theResearch and Design Bureau named after O.K. Antonov (Russian:Опытно-конструкторское бюро имени О.К. Антонова) while continuing the use of "Kiev Mechanical Plant" alias for some purposes.
In the late 1980s, the Antonov Bureau achieved global prominence after the introduction of its extra large aeroplanes. TheAn-124 "Ruslan" (1982) became the Soviet Union's mass-producedstrategic airlifter under the leadership of Chief DesignerViktor Tolmachev.[citation needed] The Bureau enlarged the "Ruslan" design even more for theSoviet spaceplane programme logistics, creating theAn-225 "Mriya" in 1985. "Mriya" was the world's largest and heaviest aeroplane.[6]
The end of theCold War andperestroika allowed the Antonov company's first step to commercialisation and foreign expansion. In 1989, theAntonov Airlines subsidiary was created for its own aircraft maintenance andcargo projects.
![[icon]](/mt/?noimg=&dark=on&url=http%3a%2f%2fen.wikipedia.org%2fwiki%2fFile%3aWiki_letter_w_cropped.svg) | This sectionneeds expansion. You can help byadding to it.(April 2013) |
Antonov Design Bureau remained a state-owned company after Ukraine achieved its independence in 1991 and is since regarded as a strategic national asset.
Since independence, Antonov has certified and marketed both Soviet-era and newly developed models for sale in new markets outside of the former soviet sphere of influence. New models introduced to serial production and delivered to customers include theAntonov An-140,Antonov An-148 andAntonov An-158regional airliners.
Among several modernisation projects, Antonov received orders for upgrading "hundreds" of itsAn-2 utility planes still in operation inAzerbaijan,Cuba and Russia to the An-2-100 upgrade version.[5]
In 2014, following theannexation of the Crimea by Russia, Ukraine cancelled contracts with Russia, leading to a significant income reduction in Ukraine's defense and aviation industries.[7] However Ukraine has been slowly recovering the deficit from breaking ties with Russia by entering new markets such as thePersian Gulf region[8][9] and expanding its presence in old ones such as India.[10][11][12][13][14]
In July 2018, Antonov was able to secure a deal with Boeing to procure airplane parts which were no longer available due to breakdown of relations with Russia.[15]
During theSoviet period, not all Antonov-designedaircraft were manufactured by the company itself. This was a result of Soviet industrial strategy that split military production between different regions of theSoviet Union to minimise potential war loss risks. As a result, Antonov aeroplanes were often assembled by the specialistcontract manufacturers.
In 2009, the once-independent "Aviant" aeroplane-assembling plant inKyiv became part of Antonov, facilitating a full serial manufacturing cycle of the company. However, the old tradition of co-manufacturing with contractors is continued, both with Soviet-time partners and with new licensees likeIran'sIran Aircraft Manufacturing Industrial Company.[16]
In 2014, Antonov produced and delivered only twoAn-158 airplanes.[17] This trend continued into 2015, producing oneAn-148 and oneAn-158.[18] Since 2016, no aircraft have been produced or delivered to clients.[19]
.jpg)
In June 2016, Ukraine's major state-owned arms manufacturerUkroboronprom announced the creation of theUkrainian Aircraft Corporation within its structure, thereby combining all aircraft manufacturing enterprises, including the assets of Antonov into a single cluster, according to Ukroboronprom's press service.[20]
On 19 July 2017, the Ukrainian government approved the liquidation of Antonov's assets.[21][22] The State Concern "Antonov" (a business group, created in 2005 from the merger of several legally independent companies into a single economic entity under unified management) will be liquidated as a residual corporate entity. Antonov State Company, Kharkiv State Aviation Manufacturing Enterprise and Plant No.410 of Civil Aviation were transferred under the management of another state-owned concern Ukroboronprom in 2015. Antonov State Company continues to function as an enterprise.[23]
On 31 March 2017, the first prototype of a new multifunctional cargo planeAn-132 – a demonstration plane An-132D – took to the air from the runway of Sviatoshyn airfield. The An-132 development program had been implemented in the framework of a contract with a customer from Saudi Arabia.
On 24 February 2022, at the beginning ofRussia's full-scale invasion in Ukraine, the first attacks were launched atKyiv-Antonov-2 airfield, the site of Antonov's test flights and home base of the planes ofAntonov Airlines. The planesАn-225Mriya,[24]An-26,An-74 and administrative premises were destroyed. The planes Аn-12, Аn-22, Аn-28, Аn-132D and Аn-124-100-150, the hangars and other infrastructure were severely damaged.
The Security Service of Ukraine established that the former director general of Antonov Company Serhiy Bychkov had not provided access to the site for the National Guard in January and February 2022 and thus obstructed preparations for defence.[25]
The investigators consider that Bychkov's negligence is the direct cause of the loss ofMriya, because the plane could have been sent to Germany long before February 24. In March 2023, Serhiy Bychkov was arrested, in April he faced formal suspicion in connection with the loss of An-225Mriya and damages to Antonov amounting to ₴8.4 million.[26][27][28]
Fields of commercial activity of Antonov ASTC include:
| This sectionneeds expansion. You can help byadding to it.(April 2013) |
Antonov's primary activity has generally been in developing large militarytransport aircraft, including the world's largest airplanes, chiefly for theRussian Federation and its predecessor nations.[31][32]
Additionally, Antonov has producedairliners. It has also produced numerous variants of both transports and airliners, for operations ranging fromair freight hauling to militaryreconnaissance, command and control operations.[31]
It has also developed variousgeneral aviation light aircraft, having originated as a producer of gliders.[31]
Antonov's aeroplanes (design office prefixAn) range from the ruggedAn-2biplane through theAn-28 reconnaissance aircraft to the massiveAn-124 Ruslan andAn-225 Mriyastrategic airlifters (the latter being the world's heaviest aircraft and was the only one in service).[31]
Sometimes defunct and sometimes normal, theAn-24,An-26,An-30 andAn-32 family of twinturboprop, high-winged, passenger-cargo-troop transport aircraft are important for domestic/short-haul air services particularly in parts of the world once led by communist governments. TheAn-72/An-74 series of small jetliners is slowly replacing that fleet, and a largerAn-70 freighter is under certification.
TheAntonov An-148 is a newregional airliner of twin-turbofan configuration. Over 150 aircraft have been ordered since 2007. A stretched version is in development, theAn-158 (from 60–70 to 90–100 passengers).
| Aircraft | Name | Maiden flight | Remarks |
|---|---|---|---|
| A-6 | Cancelled | projected training/sports aircraft version of AE | |
| An-2 | Kukuruznik | 1947 | multi-purpose, biplane, single-engine utility transport |
| An-3 (I) | Redesigned An-2A to intercept US reconnaissance balloons overflying the USSR. Unlike the An-2A, the An-3 was a high-wing monoplane. | ||
| An-3 (II) | Cancelled | In an effort to replace the An-2SKh and following the failure of the WSK-Mielec M-15, a turboprop version was proposed with a new fuselage featuring a hunchback for the cockpit and an An-2M tail. Cancelled as too ambitious. | |
| An-3 (III) | 1980 | turboprop conversion of An-2 | |
| An-4 | 1951 | float-equipped An-2 | |
| An-6 | Meteo | 1948 | high-altitude weather reconnaissance aircraft based on An-2 |
| An-8 | 1956 | medium military transport | |
| An-10 | Ukraina | 1957 | medium turboprop-powered airliner |
| An-11 | 1959 | turbojet-powered version of A-11 glider | |
| An-12 | 1957 | military turboprop-powered transport, developed from An-10 | |
| An-13 | 1962 | turbojet-powered version of A-13 glider | |
| An-14 | Pchelka | 1958 | light twin-engine transport |
| An-16 | Cancelled | projected stretched variant of An-10 | |
| An-18 | Cancelled | military transport (1950s) | |
| An-20 | Cancelled | projected large turboprop transport; cancelled in favor of VT-22 | |
| An-20 | Cancelled | trainer; competitor to the Yak-30 and L-29 | |
| An-22 | Antei | 1965 | extremely large turboprop transport |
| An-24 | 1959 | twin-turboprop airliner | |
| An-25 | Cancelled | anti-balloon aircraft | |
| An-26 | Cancelled | projected airliner (1957) | |
| An-26 | 1969 | twin-turboprop transport, derived from An-24 | |
| An-28 | 1974 | twin-turboprop light transport, developed from An-14 | |
| An-30 | Cancelled | development of An-14A | |
| An-30 | 1967 | An-24 adapted for aerial photography and mapping | |
| An-32 | Cancelled | projected VTOL military transport (1968) | |
| An-32 | 1976 | twin-turboprop hot-and-high transport, up-engine An-26 airframe | |
| An-34 | 1961 | initial designation of An-24T | |
| An-36 | Cancelled | projected VTOL military transport (1972) | |
| An-38 | Cancelled | projected VTOL military transport (1972) | |
| An-38 | 1994 | twin-turboprop light transport, stretched An-28 | |
| An-40 | Cancelled | military transport developed from An-12 | |
| An-42 | Cancelled | version of An-40 with boundary layer control | |
| An-44 | Cancelled | cargo aircraft project developed from An-24 | |
| An-46 | Cancelled | projected military transport (1972) | |
| '49' | Cancelled | projected aircraft for transporting orbital spacecraft (1982) | |
| An-50 | Cancelled | 1972 jetliner project, developed from An-24V | |
| An-51 | Cancelled | civil piston utility aircraft | |
| An-52 | Cancelled | light twin-piston aircraft | |
| An-60 [uk] | Cancelled | projected STOL military transport, using theCoandă effect (1968); later became the An-72/An-74 | |
| An-64 | Cancelled | projected military transport (1960s) | |
| An-70 | 1994 | large military transport, powered by fourpropfan engines, to replace An-12 | |
| An-71 | 1985 | prototype navalAWACS development of An-72 | |
| An-72 | Cheburashka | 1977 | STOL transport, using the Coandă effect |
| An-74 | Cheburashka | 1983 | civil version of An-72; version with engines below wings is called An-74TK-300[33] |
| An-75 | Cancelled | proposed carrier-based derivative of An-71 (1983) | |
| An-77 | – | proposed modernized version of An-70 with Western avionics and engines | |
| An-80 [uk] | Cancelled | projected airliner version of An-72/An-74 (1978) | |
| '89' | Cancelled | projected reconnaissance aircraft (1989) | |
| An-90 | - | projected airliner (1978) | |
| An-91 | Cancelled | twin-engine cabin monoplane development of Cessna 310 | |
| An-102 | Cancelled | light agricultural aircraft project (1990) | |
| An-104 | Cancelled | light agricultural aircraft project (1992) | |
| An-112 | Cancelled | projected military transport (1971) | |
| An-112KC | Cancelled | 2010 projected refueling tanker, co-developed with US Aerospace and based on the An-70. A competitor in theKC-X program, it was cancelled for being submitted too late, despite protests from US Aerospace. | |
| An-122 | Cancelled | Proposed 1966 development of An-22 with turbojet engines, a T-tail and swept wings. Developed as a response to the C-5 Galaxy, but cancelled in 1967 as it had no advantage over the An-22 and was inferior to the C-5. | |
| An-122 | Cancelled | projected military transport (1988) | |
| An-124 | Ruslan | 1982 | strategic airlifter; largest aircraft evermass-produced |
| An-125 | Cancelled | heavy transport aircraft project (1970) | |
| An-126 | Cancelled | heavy transport aircraft project (1968) | |
| An-126P | Cancelled | projected airliner (1968) | |
| An-128 | Cancelled | projected 2003 light passenger transport based on the An-28 and An-38 | |
| An-132 | Cancelled | projected airliner (1963) | |
| An-132 | Cancelled | projected airliner (1974) | |
| An-132 | 2017 | light transport aircraft based on An-32; cancelled in 2019 | |
| An-134 | Cancelled | projected smaller version of An-124 without upper deck | |
| An-140 | 1997 | short-range turboprop airliner, to replace An-24 | |
| An-142 | Cancelled | projected AWACS aircraft based on An-124 | |
| An-142 | Cancelled | projected cargo freighter version of An-140 (2001) | |
| An-144 | Cancelled | projected AWACS aircraft based on An-170 (1980s) | |
| An-148 | 2004 | regional jet for 68–85 passengers | |
| An-158 | 2010 | stretched version of An-148 for 99 passengers | |
| An-168 | 2010 | business variant of An-148; now called An-148-300 | |
| An-170 | – | proposed enlarged version of An-70 | |
| An-171 | – | proposed maritime patrol version of An-170 | |
| An-172 | – | projected anti-submarine aircraft (1980s) | |
| An-174 | Cancelled | projected AWACS aircraft based on An-170 (1980s) | |
| An-174 | Cancelled | enlarged An-74 with engines below wings (2001) | |
| An-178 | 2015 | medium military transport based on the An-158 | |
| An-180 | Cancelled | projected medium propfan airliner, around 175 passengers (1989) | |
| An-181 | Handiwork | Cancelled | experimental aircraft |
| An-188 | – | proposed medium military transport based on An-70; basically a Westernized An-70 with turbojet engines | |
| An-196 | – | UAS, drone An-196 Lyutyy (Лютий)[34] | |
| An-218 | Cancelled | projected propfan- or turbofan-powered widebody airliner (1991) | |
| An-222 | Cancelled | projected military transport (1988) | |
| An-224 | Cancelled | Original proposal of An-225 with rear cargo door | |
| An-225 | Mriya | 1988 | An-124 derived strategic airlifter. The largest aircraft ever built; only one put into service. Destroyed in theBattle of Antonov Airport in February 2022.[35] |
| An-248 [uk] | Cancelled | projected airliner version of An-225, to compete with the Airbus A380 | |
| An-274 | Cancelled | projected cargo freighter (1985) | |
| An-300 | Cancelled | projected airliner (1975) | |
| An-318 [uk] | Cancelled | 1991 trijet project to compete with the DC-10 and L-1011 TriStar[36] | |
| An-325 | Cancelled | planned enlarged, eight-engine version of An-225, intended for launching spacecraft (1988) | |
| '400' | Cancelled | projected military transport/cargo freighter (1980) | |
| '404 transport' | Cancelled | projected cargo freighter (1975) | |
| '404P' | Cancelled | projected airliner (1975) | |
| An-418 [uk] | Cancelled | 1989 projected airliner version of the An-124 to compete with the Airbus A380[37] | |
| '500' | Cancelled | projected military transport/cargo freighter (1980) | |
| STVTS-500 | Cancelled | projected military transport (1984) | |
| STTS-500 | Cancelled | projected cargo freighter (1984) | |
| '600' | Cancelled | projected military transport/cargo freighter (1980) | |
| '700' | Cancelled | projected military transport/cargo freighter (1980) | |
| An-714 | 1970 | modification of An-14 with air cushion landing gear | |
| 'AE' | Cancelled | proposed liaison aircraft (1954) | |
| An-Be-20 [uk] | Cancelled | 1964 small trijet airliner project to replace the Li-2, Il-12 and Il-14, developed in cooperation with Beriev. Cancelled in favor of the Yakovlev Yak-40, which was also in development at the time. | |
| An-BK-1 [uk] | Gorlitsa | 2017 | planned multipurpose UAV |
| An-BSP | Cancelled | projected VTOL infantry combat aircraft (1972) | |
| AnM-1 | Cancelled | projected agricultural aircraft (1989) | |
| An-M | Cancelled | projected agricultural aircraft (1989) | |
| DT-5/8 | Cancelled | projected large twin-engine transport (1951) | |
| E-153 | 1948 | flying testbed for aircraft 'M' | |
| GPS | Cancelled | small twin-engine utility transport | |
| OKA-38 | Aist | 1939 | Copy of Fieseler Fi 156 |
| Li-2V | 1953 | high-altitude research aircraft, converted from a Lisunov Li-2 | |
| 'B' | Cancelled | experimental air trailer (tow glider); also known as VP | |
| 'E' | Cancelled | projected sport aircraft (1954) | |
| 'K' | 1948 | high-altitude weather reconnaissance aircraft based on An-2; precursor of An-6 | |
| 'M' | Masha | Cancelled | projected jet fighter (1947) |
| 'N' | Cancelled | 1953 projected twin turboprop airliner based on the An-8; cancelled in favor of the An-10 | |
| 'P' | Cancelled | projected twin jet engine transport based on the An-8 | |
| 'R' | Cancelled | projected twin-engine double deck transport (1948) | |
| 'Salamandra' | Cancelled | projected fighter (1947); inspired by the He 162 | |
| 'Pchela' | Cancelled | projected STOL cargo/passenger aircraft (1955); precursor of An-14 | |
| 'SKV' | Partizanskii | Cancelled | projected STOL military transport (1948) |
| T-2M | Maverick | 1990 | ultralight trike for recreational club use andspecial forces requirements |
| U | Universal'nyy | – | turboprop airliner; became the An-10 |
| VT-22 | – | large turboprop transport, precursor of An-22 (1960) | |
| Yu | Cancelled | projected large double-deck turboprop transport |
| Aircraft | Name | Maiden flight | Remarks |
|---|---|---|---|
| A-1 | 1930 | single-seat training glider | |
| A-2 | 1942 | two-seat training glider derived from the US-6 | |
| A-3 | Molodv | 1955 | |
| A-7 | 1941 | military glider | |
| A-9 | 1948 | single-seat sailplane developed from the RF-7 | |
| A-10 | 1952 | two-seat sailplane developed from the A-9 | |
| A-11 | 1958 | record glider | |
| A-13 | 1958 | aerobatic glider based on the A-11 | |
| A-15 | 1960 | record glider | |
| A-17 | Cancelled | proposed 1972 rocket glider | |
| A-40 | Krylya Tanka [Winged Tank] | 1942 | flying tank |
| BA-1 | 1935 | experimental glider | |
| BS-3 | 1934 | training glider based on the PS-2 | |
| BS-4 | 1935 | towed training glider based on the BS-3 | |
| BS-5 (OKA-31) | 1936 | towed training glider based on the BS-4 and US-4 | |
| IP | 1933 | experimental glider | |
| LEM-2 (OKA-33) | 1937 | motor glider | |
| OKA-1 | Golub [Dove] | 1924 | single-seat glider |
| OKA-2 | 1925 | light single-seat glider based on OKA-1 | |
| OKA-3 | 1928 | ||
| OKA-4 | Standart-1 | 1928 | experimental glider |
| OKA-5 | Standart-2 | 1928 | improved OKA-4 |
| OKA-6 | Gorod Lenina [City of Lenin] | 1930 | record glider; led to the OKA-13 and OKA-14 |
| OKA-7 | Bubik [Bun] | 1930 | training glider |
| OKA-13 | Shest uslovii Stalina [Stalin's Six Conditions] | 1932 | experimental glider based on OKA-14 |
| OKA-14 | Dognat i peregna [Catch Up and Overtake] | 1932 | record glider developed from the OKA-6 |
| OKA-21 | 1933 | training glider based on DiP | |
| RE (OKA-22, OKA-24, OKA-29, OKA-30, OKA-31) | 1933 | experimental glider | |
| RF-1 (OKA-17) | Rot Front-1 | 1933 | |
| RF-2 (OKA-18) | Rot Front-2 | 1933 | |
| RF-3 (OKA-19) | Rot Front-3 | 1933 | |
| RF-4 (OKA-20) | Rot Front-4 | 1933 | |
| RF-5 (OKA-23) | Rot Front-5 | 1934 | |
| RF-6 (OKA-28) | Rot Front-6 | 1935 | |
| RF-7 | Rot Front-7 | 1937 | record glider |
| RF-8 | Rot Front-8 | 1941 | troop glider, enlarged RF-7; redesignated A-7 |
| UPAR (OKA-11, OKA-12) | 1932 | training sailplane | |
| US-1 (OKA-8) | 1931 | prototype training glider | |
| US-2 (OKA-9) | 1931 | training glider | |
| US-3 | 1933 | training glider, first mass-produced Soviet glider | |
| US-4 | training glider, redesignated A-1 | ||
| US-5 (OKA-32) | 1936 | training glider; two-seat version of US-4 | |
| US-6 | training glider; prototype for A-2 |
{{cite web}}: CS1 maint: bot: original URL status unknown (link){{cite web}}: CS1 maint: bot: original URL status unknown (link)