AN-22 transport aircraft — history of creation, characteristics
The AN-22 Antey was the first Soviet turboprop wide—body transport aircraft, which retained the title of the largest turboprop aircraft in the world for more than half a century. Commissioned in the late 1960s, it has become a symbol of transport aviation and a unique engineering achievement. Izvestia tells about the history of the creation of the air giant, its characteristics and modifications.
The history of the AN-22
Work on the project began in the early 1960s. The designers, led by Alexei Belolipetsky, were given an ambitious task: to create a heavy transport aircraft with a payload capacity of at least 50 tons, which is capable of being based on unpaved airfields. This was necessary for the transportation of heavy large-sized equipment and troops, the landing of airborne troops, and the transportation of the wounded in the absence of a developed network of capital runways.
The development was carried out for about five years by the Experimental design Bureau (OKB) 473 (later the Antonov Design Bureau), having received the code "product 100". The first flight of the pre-production prototype took place on February 27, 1965. The plane was transported from the factory airfield in Kiev Svyatoshin to the airfield in Uzin.
State tests were completed in 1969, after which the AN-22, named "Antey" in honor of the invincible giant from Greek mythology, was adopted by the Soviet Air Force. Serial production from 1965 to 1975 was carried out at the Tashkent Aviation Production Association named after Chkalov (now Tashkent Mechanical Plant, Uzbekistan). A total of 69 aircraft were built, including two for strength testing.
The main characteristics of the AN-22
The aircraft is made according to the aerodynamic scheme of a high-wing. This arrangement, with the fuselage located under the wing, ensures convenient loading of equipment through the aft hatch and optimal weight distribution. One of the most recognizable features of the Antey was the two-keeled tail, which improved handling in case of engine failure.
The AN-22 was also equipped with four NK-12MA turboprop engines (manufactured by Kuibyshev Engine Plant, now PJSC Kuznetsov as part of Rostec State Corporation). with twin propellers, which became the most powerful in the history of aviation, providing the AN-22 with outstanding performance.
Another tangible advantage of the AN-22 was its ability to take off from unprepared runways, including unpaved ones, which dramatically expanded its operational capabilities.
Other features
Dimensions: length — 57.3 m, height — 12.5 m, wingspan — 64.4 m.
Masses: The maximum take—off weight is 225 tons, the normal take—off weight is 205 tons.
Load capacity: 60 tons.
Capacity: up to 290 people or 150 paratroopers with equipment. In the sanitary version, there are 206 wounded on stretchers.
Flight data: cruising speed — 560 km/h, practical range with maximum load — 5,250 km.
Crew: 5-7 people.
Modifications of the An-22 Antey aircraft
Several modifications were created on the basis of the AN-22, for example: the AN-22PZ ("carrier") is a special variant for transporting bulky goods on an external sling, and the AN—22PS is a search and rescue modification for evacuation and search operations.
The Stork program has become a separate page in history. In the 1970s, one of the AN-22s was converted into a flying laboratory with a nuclear power plant inside the fuselage. The aircraft made 23 test flights. After their completion, the reactor was dismantled.
Projects for an amphibious aircraft, a search and rescue complex, and an air tanker were also being developed. However, they were not implemented.
Decommissioning of the AN-22 in favor of the Il-76
In February 2024, the commander of the Military Transport Aviation of the Russian Aerospace Forces, Lieutenant General Vladimir Benediktov, officially announced the termination of operation of the AN-22. The reason was the planned transition to more modern IL-76MD-90A turbojet engines with better operational and economic characteristics, as well as new avionics.
"Antey" served for more than 50 years, but its operation was fraught with difficulties. In particular, experts noted involuntary failures in the hydraulic amplifiers and limitations of the wing life. During the entire history of operation, at least nine out of 69 production vehicles were lost. The last crash of the AN-22 aircraft occurred on December 9, 2025 in the Ivanovo region.
How many An-22s are left in Russia
According to open sources, to date, four An-22 aircraft remain in operational condition, which are at the disposal of Military Transport Aviation, and two more are in storage. All of them are based at the airfield in Ivanovo. These planes are no longer flying and are awaiting disposal or transfer to museums.
The media reported, citing the Ministry of Defense, that the plane that crashed on December 9 was the last of the An-22s in service in Russia. Thus, by the end of 2025, the AN-22 was no longer in flight condition.
Which aircraft is bigger: AN-22 or IL-76
The AN-22 Antey and IL-76 aircraft are Soviet heavy transport aircraft designed for different tasks and having significant design differences. In a number of parameters, the AN-22 surpasses the basic Il-76 models. For example, the Antey has a longer length (57.3 m versus 46.6 m) and a significantly larger wingspan (64.4 m versus 50.5 m). However, in terms of payload, the modern Il-76MD-90A modification (60 tons) equaled the AN-22.
At the same time, the Il-76MD-90A turbojet has a significantly higher cruising speed (800 km/h versus 560 km/h). The IL-76's design has also proven to be very durable, capable of withstanding significant damage and remaining in service. And thanks to its many modifications, the aircraft is widely used for both military and civilian purposes.
Read more about the IL-76 military transport aircraft in the Izvestia special article.
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