The Antonov An-2 (known by the USAF/DoD reporting name as Type 22 and referred to by NATO as Colt) is a Soviet-era, single-engine biplane crafted primarily for utility and agricultural roles. Developed and produced by the Antonov Design Bureau starting in 1947, this aircraft is renowned for its robustness, impressive payload capacity, and exceptional capability to operate from unimproved airstrips. Manufactured continuously until 2001, the An-2 remains active with various military and civilian users worldwide.
Initially conceived as a versatile aircraft for forestry management and agricultural applications, the An-2’s fundamental design has been adapted into multiple variants. These range from crop-spraying models equipped with hoppers to specialized scientific platforms for atmospheric research, firefighting water bombers, air ambulances, seaplane configurations, and versions designed for paratrooper deployment.
Among the numerous variants, the An-2T stands out as the most prevalent model, configured to carry twelve passengers. Except for the An-3 and An-2-100 variants, all versions are powered by a 750 kW (1,010 hp) nine-cylinder Shvetsov ASh-62 radial engine.
Origins
The Antonov An-2 originated as a response to a 1940s Soviet Ministry of Forestry request aimed at replacing the smaller Polikarpov Po-2, which had been widely employed in agricultural and utility capacities. Antonov created a sizable single-bay biplane featuring an all-metal frame, an enclosed cockpit, and a cabin accommodating twelve passengers. The initial prototype, known as SKh-1, was powered by a Shvetsov ASh-21 radial engine and completed its maiden flight on 31 August 1947 at Yeltsovka Airport in Novosibirsk Oblast, Russia. The subsequent prototype incorporated a more robust Shvetsov ASh-62 engine, which enhanced the aircraft's payload capacity from 1,300 to 2,140 kg (2,870 to 4,720 lb), and this version proceeded to enter production.
Production initially took place at State Factory 473 located in Kiev, Ukrainian SSR, where the majority of approximately 5,000 units had been manufactured by 1960. Following 1965, particularly for the An-2M model, production shifted to State Factory 464 in Dolgoprudniy, Russian SFSR. After 1960, most An-2 aircraft were built at Poland’s WSK facility in Mielec, where it is estimated that over 13,000 units were produced before manufacturing ceased in 1991.
Limited production continued until 2001 using remaining spare parts stocks, including a small series of four planes produced for Vietnam. Additionally, China produces a licensed version called the Shijiazhuang Y-5. Contrary to some reports, there was no actual East German manufacture of new An-2 aircraft; although many underwent significant refurbishment there, no new builds occurred in East Germany.
The An-2 serves widely as a light utility transport, parachute platform, and agricultural application aircraft due to its slow flight capabilities and excellent short-field performance on unimproved runways. Several specialized variants have been developed for operations in cold climates and other harsh conditions. According to the Guinness Book of World Records, the An-2’s production span of 45 years once held the record for the longest continuous aircraft production run, surpassing the approximately two-decade production period of the earlier Polikarpov Po-2. This record has since been overtaken.
In the early 1980s, Antonov tested an An-2 variant equipped with a 1,080 kW (1,450 hp) Glushenkov turboprop engine, featuring an elongated and streamlined nose design. This model was designated as the An-3.
In 2013, Antonov revealed it had flown a modernized An-2 variant named the An-2-100, which incorporated a three-blade reversible propeller powered by a 1,100 kW (1,500 shp) Motor Sich MS-14 turboprop engine running on kerosene instead of Avgas—a fuel no longer produced within CIS countries. That same year, Antonov reported receiving orders to upgrade hundreds of existing aircraft to the An-2-100 standard from customers in Azerbaijan, Cuba, and Russia.
The Siberian Research Institute of Aviation (SIBNIA) conducted test flights with an An-2 modified with winglets and carbon fiber wing components. This prototype was fitted with a turboprop engine driving a five-bladed propeller. Russian aviation firm Sukhoi identified this aircraft as a demonstrator for an An-2 successor announced on 10 June 2015. The carbon composite materials—including wing panels, spars, and ribs—were manufactured by the Novosibirsk Aviation Plant. Sukhoi indicated that these design enhancements increased cruising speed by approximately 50%.
The An-2 is a widely manufactured single-engine biplane intentionally designed with minimal complexity in its systems. Its wing leading-edge slats, which enable exceptionally slow flight, operate fully automatically and remain closed due to the airflow over the wings. When the airspeed decreases below 64 km/h (40 mph), elastic rubber springs deploy the slats.[1] Under standard conditions, takeoff can be achieved within approximately 170 m (560 ft), while landing requires around 215 m (705 ft). These distances fluctuate based on variables such as aircraft weight, ambient temperature, runway surface type, and wind direction.[1]
Designed to function effectively in isolated locations with unprepared runways, the An-2 includes features tailored for such environments. It incorporates a pneumatic braking system akin to those found on heavy trucks, facilitating short runway stops. Additionally, an air line connected to the compressor allows for adjusting pressure in the tires and shock absorbers.[1] The aircraft’s batteries are large yet easily removable, and it does not require a ground power unit to initiate engine start. Similarly, refueling does not depend on an external fuel pump as the plane is equipped with its own.[1]
The pilot’s manual does not specify a precise stall velocity; instead, it advises: "In the event of engine failure during instrument flight or at night, the pilot should pull the control column fully aft while maintaining level wings. The leading-edge slats will deploy around 64 km/h (40 mph), and as forward speed decreases to roughly 40 km/h (25 mph), the aircraft will descend at a rate comparable to a parachute until ground contact."[1]
Thanks to its low stall speed, the An-2 can maintain controlled flight even when moving backward relative to the ground under strong wind conditions.[1]
Numerous Western nations restrict commercial use of the An-2 because it lacks certification from their respective aviation authorities. These prohibitions differ by country but universally disallow commercial operations of the An-2—except in the United States, where PZL-manufactured An-2s are exempt due to a bilateral agreement with Poland.[1] Other An-2 aircraft are flown under experimental certificates for non-commercial purposes.[2]
On 12 January 1968, three North Vietnamese An-2 aircraft launched an assault on a secret TACAN installation (call sign: Lima Site 85/Phou Pha Ti) established by the United States Air Force in Northern Laos. This site was used to guide USAF aircraft operating from Thailand to targets in Vietnam. Two of the An-2s attacked with machine guns and rockets while the third circled overhead.[3] An Air AmericaBell UH-1B helicopter resupplying the site pursued the attackers. The crew, armed with an AK-47 (Captain Ted Moore and gunner Glen Wood), succeeded in shooting down one An-2. The second was forced down after combined ground and aerial fire, crashing into a nearby mountain. The surviving Antonov returned to its base at Gia Lam near Hanoi.[3]
During the 1991 Croatian War of Independence, several outdated An-2s, formerly used for agricultural spraying, were repurposed by the Croatian Air Force to deploy improvised barrel bombs. These aircraft also performed supply runs to isolated Croatian enclaves.[4]
The primary strength of the An-2 lay in its capability to operate from short, rudimentary airstrips. It was frequently tasked with delivering supplies via parachute drops to remote garrisons. On 2 December 1991, at least one An-2 was destroyed over Vinkovci, eastern Slavonia, after being targeted by Serbian SA-6 surface-to-air missiles.[5][6]
In the course of the 2020 Nagorno-Karabakh war, Azerbaijan deployed unmanned versions of the An-2 for reconnaissance and bombing missions targeting Armenian positions,[8][9][10] although as of October 2020, the exact drone model remained unconfirmed.[11] Armenian forces released footage purportedly showing an Azerbaijani An-2 being shot down; video evidence indicates that at least eleven An-2s were lost—ten confirmed as shot down and one crashing shortly after takeoff.[12][13]
Throughout its history, the An-2 has been utilized by numerous countries and organizations in civilian capacities. It saw extensive deployment across the Soviet Union and Eastern Bloc states, with the Russian carrier Aeroflot operating a significant fleet. The aircraft served as a short-haul airliner, notably providing scheduled services between the Estonian islands of Saaremaa and Hiiumaa, connecting the towns of Kuressaare and Kärdla.Template:Fix/category[citation needed]
Following the dissolution of the Soviet Union, many regional airlines began phasing out their An-2 fleets due to their advanced age—some exceeding four decades—and the diminishing availability of avgas necessary for their operation.[2] Despite this, private users continue to operate An-2s, particularly for niche roles such as skydiving.[1][2]
The aircraft’s high noise output, substantial maintenance requirements, and fuel inefficiency[2] have led to its obsolescence on most commercial European routes. Nevertheless, the abundance of these planes has driven down their market price significantly—sometimes as low as US$30,000 for airworthy units—making them appealing in developing regions where cost-effective utility is essential. Many former Aeroflot An-2s have been repurposed by regional carriers throughout Africa, Central and South America, including Cuba, as well as Southeast Asia.[1]
By 2015, thousands of An-2s remained operational worldwide, with over 1,500 registered in Russia, 294 in Kazakhstan, and 54 in Ukraine.[15]
In September 2024, Vladimir Putin mandated the commencement of production for the UZGA LMS-901 Baikal aircraft as a successor to the An-2.[16] However, certification for its Klimov VK-800SM engine is anticipated only by 2025, with engine deliveries projected to begin in 2026.[16]
Izdeliye F – The internal designation for the An-2NAK observation variant later renamed An-2K or An-2F.[1]
Izdeliye K – A prototype designed for meteorological reconnaissance featuring an observer’s cockpit located just ahead of the tail fin above the rear fuselage. Its maiden flight occurred on 21 March 1948. However, it proved underpowered and incapable of fulfilling high-altitude tasks. After a landing mishap in October 1948, development ceased until revived in 1954 as the 'An-2ZA' or 'An-6 Meteo'.[1]
Izdeliye T – The original conceptual design developed at OKB-153 in Novosibirsk.
Izdeliye Sh – A codename used internally at Novosibirsk for the 'Izdeliye T' project, likely intended to mislead potential espionage efforts.[1]
SKh-1 – The initial designation assigned during early design stages before OKB was named after Antonov.[1]
An-2A – Derived from the An-2T variant for balloon interception missions targeting reconnaissance balloons operated by US intelligence over Soviet territory. This prototype was converted from a Kiev-built An-2 (c/n 110347315), equipped with a turbocharged Ash-62IR/TK engine from the 'An-6 Meteo' model and fitted with a combined searchlight/gun turret atop the rear fuselage housing either a single twin-barreled 23 mm Gryazev-Shipunov GSh-23 cannon or a single heavy machine gun of 12.7 mm caliber (Afanasev A-12.7).[1]
An-2E (Ekranoplan – wing-in-ground effect)File:An-2 converted into WIG (Rybachy, Kaliningrad Oblast - 2006 08 15).jpgPrototype An-2E ekranoplan (first use) – Part of early 1970s efforts at TsLST (Tsentral'naya Laboratoriya Spasatel'noy Techniki – central laboratory for rescue technology) to develop ground effect vehicle derivatives based on the An-2.
An-2E (second use) – A conversion of an An-2P (RA-84692) into an ekranoplan configuration (Russian: Ан-2Э), retaining its fuselage but fitted with a large trapezoidal monoplane wing featuring extended wingtips with approximately 45° dihedral angle attached at lower wing mounting points. Initially intended as a floatplane, it was first publicly displayed as a landplane on standard An-2 landing gear. This project was developed collaboratively by Moscow Aviation Institute, MARZ (Moskovskiy Aviaremontnyy Zavod), and TSZP-Saturn research institute under the designation EA-00078. Power came from a standard ASh-62IR radial engine paired with an AV-2 propeller; production models were planned to use automotive diesel engines rated around 430 kW (580 hp).[1][17]
An-2F – Developed alongside the initial prototype Izdeliye F, this experimental artillery observation aircraft featured twin tails, an observer’s compartment beneath the fuselage, and a dorsal defensive machine-gun station. Originally designated An-2NAK during testing phases, it was renamed An-2F following modifications post-flight trials. Two prototypes were constructed; although completed by summer 1948, flight testing did not commence until April 1949 due to required adjustments derived from standard An-2 evaluations. The aircraft fulfilled all specification criteria but was ultimately sidelined as helicopters demonstrated superior capability for artillery spotting without dependence on fixed airstrips. Both prototypes remained within Antonov’s bureau for auxiliary roles; one later served as a flying wind tunnel to study parachute deployment from an Antonov An-8 transport.[1]
An-2F (second use) – A vertical takeoff and landing concept featuring vertical thrust generated by a Mikulin AM-9 turbojet installed in the rear fuselage.[1]
An-2F (third use) – A proposed photo-mapping platform from the early 1990s similar to the An-2PF but outfitted with one of five alternative camera systems. Control was to be managed via an IBM 286 computer with options for thermal imaging, infrared sensors, AP-6E autopilot integration, LDI-3 laser rangefinder functionality, and/or GPS navigation.[1]
An-2G (also known as An-2Geo) – Developed by WSK-Mielec in 1974 for Poland’s State Geophysical Survey Agency (Państwowe Przedsiębiorstwo Poszukiwań Geofizycznych), this version was equipped with instruments to measure magnetic fields and radiation among other prospecting tools. Adapted for tropical low-altitude operations with endurance up to six hours; two units were deployed for survey missions in Nigeria that year.[1]
An-2LP (Lesopozharnyy – forest fire bomber) – A sole prototype converted from an An-2V floatplane featuring water tanks holding 630 liters (139 Imperial gallons) within each float for firefighting missions. These tanks could be replenished mid-flight by skimming suitable water surfaces. Before water release over fires, an alkaline wetting agent (NP-1 Sulphanol) was mixed into the water discharged through scoops that also facilitated tank refilling. Ten production units were manufactured and operated primarily in Siberia and Russia’s Far East regions.[1]
An-2
An-2L (Lesozashchita – forestry protection) – A variant designed for fire suppression, equipped with three cassettes each containing 120 ampoules filled with 1 litre (34 fl.oz.) of fire-retardant liquid, which could be released as needed. Testing demonstrated that this system was ineffective, leading to the discontinuation of further development.[1]
An-2LL (Letayuschaya Laboratoriya – flying laboratory) – Several An-2 aircraft adapted as experimental platforms for testing various technologies. One example, an An-2SKh (RA-70547) modified by the State Research Institute of Aircraft Systems (GosNII AS – Gosudarstvennyy Nauchno-Issledovatel'skiy Institut Aviatsionnykh Sistem), was configured for environmental studies and featured a side observation blister, often causing confusion with the An-2PF model.[1]
An-2LV (Lesnoj Vodnyj – forest hydroplane) – A firefighting water bomber variant.[1]
An-2M (Polish: [samolot] Morski – seaplane) – The Polish-manufactured version of the An-2V floatplane, designated An-2M, distinct from the Soviet An-2M designation. Also referred to as the An-2W.[1]
An-2M (Modifitsirovannyy – modified) – In the USSR, the An-2M designation was assigned to an enhanced agricultural crop-spraying/dusting model. This version featured a fully welded and bonded all-duralumin fuselage, a lockable tailwheel, an expanded fiberglass hopper, and a Shvetsov ASh-62 radial engine equipped with a power take-off driving auxiliary dusting/spraying mechanisms. It also had an enlarged angular fin and a hermetically sealed cockpit isolated from the cabin/hopper area. The hopper capacity increased by 42% to 2,000 litres (440 Imp.gal.), with an outlet enlarged to 400 mm (15+1⁄2 in) delivering dry chemicals through twin dusting outlets located at the lower wing tips. Due to production constraints at Kiev and WSK-Mielec factories, manufacturing shifted to DMZ No.464 (Dolgoproodnyy Machinery Factory No.464) near Moscow.[1]
An-2P (Polish: Pasażerski – passenger; Russian: Passazhirskiy) – Standard passenger model produced in both Soviet and Polish facilities. Soviet-built An-2Ps featured 10 fixed seats within a heated and insulated cabin, while Polish versions accommodated 12–14 passengers along with two child jump seats and a baby cot. A total of 837 units were constructed.[1]
An-2P (Protivopozharnij – firefighting with water) – A firefighting aircraft equipped with a dumpable hopper designed for water or retardant dispersal.[1]
An-2PD-5 (Polish: Pasażerski [samolot] Dyspozycyjny – executive aircraft) – This production variant closely mirrored the 'An-2PD-6' interior but replaced one chair with a work table and reading lamp.[1]
An-2PD-6 (Polish: Pasażerski [samolot] Dyspozycyjny) – A prototype VIP six-seat version developed at WSK-Mielec in 1970, featuring amenities such as a folding table, mini-bar, pantry, and onboard toilet.[1]
An-2PF – Soviet-built An-2 configured for aerial photography and surveying tasks, equipped with fuselage underside camera hatches protected by sliding covers.[1]
An-2PF – In response to a request from the Polish State Mapping Agency (Państwowe Przedsiębiorstwo Kartografii), eight Polish-produced 'An-2PF' aircraft were manufactured for photogrammetric survey missions, featuring camera hatches on the fuselage underside shielded by sliding panels.[1]
An-2PK – Developed by WSK-Mielec as a polar research aircraft, this variant included heated skis, an insulated cabin, and an additional heating system.[1]
An-2PRTV – A unique Polish-built An-2 (SP-TVN, c/n1G 15944), converted into a television broadcast relay platform for Polskie Radio i Telewizja.[1]
An-2R (Polish: Rolniczy – agricultural) – Agricultural model produced by WSK-Mielec featuring a tank capable of holding 1,300 kg (2,900 lb) of liquid or powdered chemicals.[1]
An-2RA – A proposed upgraded agricultural aircraft based on the An-2R platform developed at WSK-Mielec.[1]
An-2RT (Russian: Rele Translyator – relay translator) – One An-2 converted into a telemetry relay station used in missile development programs to transmit data from test missiles to ground stations.[1]
An-2S (Sanitarnyy – medical) – Adapted from the standard cargo An-2T, this medical evacuation variant could transport up to six stretcher-bound patients or three stretchers plus six ambulatory wounded along with medical personnel and equipment.[1]
An-2SKh (Sel'skoKhozyaistvennyy – agricultural) – Crop-spraying/dusting optimized agricultural model fitted with a metal chemical hopper located near the center of gravity inside the cabin. Chemicals were dispersed through a 300mm aperture feeding a spreader; in 1975, this was replaced by an RTSh-1 three-channel spreader increasing coverage width from 18–22 m (59–72 ft) to 34–36 m (112–118 ft). Liquid spraying systems delivered chemicals via spraybars powered by a ram air turbine-driven regulator pump providing approximately 30 m (98 ft) coverage. Powdered substances were loaded through a roof hatch; liquid chemicals entered via a portside connector. Early models had limited service lives (~6,000 hours) due to chemical corrosion; epoxy-based corrosion protection later extended operational longevity. Starting in 1954, five units were converted into water/retardant firebombers by pressurizing their hoppers and ejecting contents through nozzles replacing dusting equipment; these were assigned individually across Civil Air Directorates but proved largely ineffective.[1]
An-2T (Transportnyy – cargo) – The original production variant intended for cargo and mail transport.[1]
An-2TD (Transportno-Desantnyy – cargo/paratrooper) – Paratrooper version outfitted with 12 seats, static line attachment cables, and drop signaling lights.[1]
An-2TP (Transportno-Passazhirskiy – cargo/passenger) – Convertible passenger/cargo model featuring ten tip-up seats; introduced in 1949.[1]
An-2TPS (Transportno-Passazhirskiy Sanitarnyy – cargo/passenger medical) – Polish-made ambulance variant derived from the An-2TP platform accommodating three stretchers per side plus two medical attendants.[1]
An-2V (Vodnyy – water-based) – Seaplane adaptation of the base An-2 fitted with twin floats supported by wire-braced struts attached at undercarriage points and rear fuselage. Kiev-produced floatplanes were designated An-4 though this label saw limited usage. At least one An-2V is known.[1]AN–2V Video
An-2V (Vysotnyy – high altitude) – Six units assembled at Kiev factory serving as high-altitude weather reconnaissance aircraft powered by turbocharged ASh–62IR/TK engines; differed from 'An–6 Meteo' by lacking an observer’s cockpit ahead of the vertical stabilizer.[18]
An–2W (Polish: Wodnosamolot – seaplane) – Polish-produced version of the An–2V floatplane also sometimes referred to as An–2M (distinct from the improved Soviet An–2M).[18]
An–2ZA (Zondirovaniye Atmosfery – atmosphere sampling) – Original designation for a high-altitude meteorological research aircraft later redesignated as 'An–6 Meteo'.
An–3 (initial use of designation) – A significantly redesigned An–2A intended for intercepting reconnaissance balloons operated by US intelligence over Soviet territory; featured high aspect ratio high-mounted monoplane wings, turbocharged ASh–62IR/TK engine, and combined searchlight/gun turret atop rear fuselage.[18]
An-3
An-3 (second usage of the name) – Following the unsuccessful WSK-Mielec M-15 Belphegor and aiming to replace the An-2SKh, a concept was developed involving a turboprop engine mounted on a newly designed fuselage featuring a raised cockpit section and tail surfaces derived from the An-2M. This concept was ultimately abandoned, leading to a more modest redesign that became the third and final application of the An-3 designation.
An-3 (third usage of the name) – The An-3 prototype was equipped with a 1,054 kW (1,413 shp) Glushenkov TVD-20turboprop engine, featuring a sealed cockpit with an independent entry door positioned above the lower wing’s leading edge, as well as air conditioning to enhance pilot comfort. Two prototypes were constructed (CCCP-06131 and CCCP37901), with a third registration (CCCP26700) likely representing one of the initial two under a new registration. Flight testing proceeded successfully, and these prototypes established six world records for payload at altitude within their category. The dissolution of the USSR halted initial production and variant development plans until 1993 when converted aircraft production commenced at Omsk’s 'Polyot' facility under the An-3T designation.
An-3T – Rather than manufacturing new airframes, this variant involved converting existing An-2s that retained at least half of their service life. Each converted aircraft received new construction numbers and registrations.
An-3TK – This version offered a flexible configuration for passengers or cargo, equipped with six foldable twin seats.
An-3SKh – An agricultural model tested on one of the original prototypes; however, no known conversions entered production.
An-3P – Designed as a water bomber for forest firefighting, featuring an internal fuselage tank.
An-3S – A planned ambulance variant intended to accommodate six stretchers along with two medical personnel.
An-3D – A proposed military transport configured with tip-up seating for paratroopers.
An-4
An-4 – This label was assigned to An-2V seaplanes manufactured in Kyiv but appears to have seen limited use. This may be attributed either to restricted production volumes at Kyiv or operators not differentiating between the An-2V and An-4 models.
An-6
An-6 – A transport aircraft powered by the Shvetsov Ash-62IR/TK turbocharged engine, optimized for operations in mountainous regions at elevated altitudes. A number of these were supplied to the Tajik Civil Aviation Directorate and the Polar Directorate for deployment in the USSR’s northern territories and Antarctic research stations.
An-6 Meteo – Following the unsuccessful 'Izdeliye K' project, Antonov was assigned to develop a high-altitude meteorological reconnaissance aircraft designated 'An-2ZA', based on the An-2 platform. It incorporated an observer’s cockpit located forward of the vertical stabilizer atop the rear fuselage—similar to that used on 'Izdeliye K'—and was powered by a turbocharged Shvetsov Ash-62IR/TK engine enabling high-altitude research missions. On 9 June 1954, test pilot V.A. Kalinin and flight engineer V.I. Baklaykin set a world altitude record for Class C-1e-1 (3,000–6,000 kg (6,600–13,200 lb)) at 11,248 m (36,903 ft), a record that remained unbroken as of 2004. Early in its operational life, 'An-2ZA' was renamed 'An-6 Meteo' and continued service until suffering severe damage in a takeoff accident in September 1958.
others
Grach-2 (Grach-Rook) – Developed by students at the SKB MAI (Studencheskoye Konstruktorskoye Byuro Moskovskii Aviatsionii Institut [Sergo Ordjonikidze], the student design bureau of Moscow Aviation Institute [Sergo Ordjonikidze]), this agricultural aircraft explored the use of the WIG effect. The initial model, Grach-2, combined a conventional An-2 fuselage with low-mounted inverted gull wings featuring reverse-delta shapes, counter dihedral constant chord sections, and was equipped with a T-tail.[1]
Grach-3 – The subsequent WIG agricultural aircraft project from SKB MAI, the Grach-3, was designed similarly to the Grach-2 but incorporated a central wing section with an almost uniform chord. This design eliminated the need for a tailplane, instead using elevators positioned at the rear of the center section for pitch control.[1]
Lala-1 – This experimental prototype featured an open-frame rear fuselage, twin vertical stabilizers, and dual tailwheels supported by struts beneath the rear fuselage pod. It was powered by an Ivchenko AI-25 turbofan engine installed at the rear of the fuselage pod and served as a development platform for the WSK-Mielec M-15 Belphegor agricultural aircraft.[1]
SibNIA TVS-2MS – A turboprop conversion of the An-2 carried out by the Siberian Aeronautical Research Institute (SibNIA), utilizing an 820 kW (1,100 shp) Honeywell TPE331-12UHR engine. This variant first flew on 5 September 2011. Deliveries to Russia's Aerial Forest Protection Service commenced in 2014, with six units operational by August that year[19] and 16 in active service as of early 2017.[20]
SibNIA TVS-2-DT – This model introduced new composite wings free from bracing struts or wires, along with an updated tail assembly. Its maiden flight occurred on 10 June 2015.[20]
SibNIA TVS-2-DTS – An evolution of the TVS-2-DT featuring a fully composite fuselage. Production was scheduled at Ulan-Ude Aviation Plant starting in 2019 to fulfill a contract for a minimum of 200 units slated for delivery between 2021 and 2025.[21]
SibNIA TVS-2-DTS "Partizan" – An unmanned adaptation of the TVS-2-DTS.[22]
Chinese variants
Feng Shou-2 (Harvester-2) – This designation refers to the initial agricultural 'Y-5II' produced by Nanchang.[1]File:Yunshuji Y-5.jpgNanchang Y-5 displayed at China Aviation Museum, Beijing
Feihong-98 (FH-98) – An unmanned transport aircraft capable of carrying a payload up to 1.5 tonnes.[23]
Nanchang Y-5 – Known as Yunshuji (transport), this Chinese variant of the An-2 was initially manufactured under Soviet guidance using Soviet designs. Production reached 727 units before shifting to Harbin in 1968.[1][24][25]
Nanchang Y-5II – Designed as a crop-spraying/dusting model, it features a chemical hopper inside the cabin along with interchangeable spray and dusting apparatus. The cockpit cooling system was enhanced to boost comfort in China's subtropical climates. A total of 229 units were produced.[24]
Shijiazhuang Y-5A – The first version mass-produced by Shijiazhuang, serving as a light passenger transport comparable to the An-2T, with 114 units built.[24][25]
Shijiazhuang Y-5B – An agricultural variant manufactured in Shijiazhuang, equivalent to the An-2 SKh model.[24][25]
Shijiazhuang Y-5B-100 – This modification of the Y-5B includes triple tipsails on the upper wing tips, reportedly enhancing climb rate by 20% and improving lift-to-drag ratio by 15%.[24]
Shijiazhuang Y-5B(T) – A para-dropping adaptation developed for the PLAAF, featuring updated avionics including GPS.[24]
Shijiazhuang Y-5B(K) – Reported variably as either a tourism or agricultural version.[24]
Shijiazhuang Y-5B(D) – Also described variably as an agricultural or tourist model.[24]
Nanchang Y-5C – An amphibious variant of the Y-5A equipped with twin floats.[24][25]
Nanchang Y-5D – Trainer aircraft for bomber crew instruction.[24]
Nanchang Y-5K – A VIP transport variant seating five passengers. Eleven units were delivered to the PLAAF starting in 1958. Additionally, one seven-seat unit was supplied to Ho Chi Minh in North Vietnam, and two were allocated to Nepal Royal Flight for King Birendra’s use.[24]
Shijiazhuang Y-5B (turboprop) – A proposed turboprop retrofit program aimed at replacing the original 1,000 hp Huosai-5 radial engine with a more powerful turboprop unit.[24]
HY100 Large UAV – An unmanned aerial vehicle derived from either Shijiazhuang or Nanchang designs. The manufacturer states that the HY100 is the first and only large-scale UAV approved by the Civil Aviation Administration of China. It has a payload capacity of 1900 kilograms and can be configured for tasks such as crop spraying, forest surveillance, and aerial firefighting.
Ukrainian Variants
File:Antonov An-2-100 at the MAKS-2013 (01).jpgAN-2-100An-2-100 – This variant, which took its maiden flight on 10 July 2013 in Kyiv, features a modernized 3-blade reversible propeller and is powered by a 1500shp Motor Sich Sich MS-14 turboprop engine that utilizes kerosene instead of Avgas.
Operators
The aircraft enjoys widespread use among air charter services, smaller commercial airlines, private owners, and corporate entities. Its primary operational regions include post-Soviet states, Cuba, China, and North Korea.
By 8 January 2023, there have been 802 total hull-loss occurrences involving the An-2 aircraft, resulting in 825 fatalities.[49] One of the latest incidents happened near 13:30 on 14 November 2022 in the Everglades, when an An-2 aircraft, which had been confiscated by U.S. Customs and Border Protection, overturned during a forced landing caused by engine failure while being transported to Fort Lauderdale Executive Airport. Both crew members survived the crash.
The earliest documented post-World War II pilot suicide involved an An-2. On March 27, 1972, Timofei Shovkunov hijacked an An-2 and deliberately flew it into his apartment block in Voroshilovgrad (currently Luhansk), reportedly distraught after his wife left with their son the previous day. He was the sole fatality.[50]
The third recognizedTemplate:Attribution needed post-WWII pilot suicide involved Russian citizen Vladimir Serkov on September 26, 1976. Serkov executed an unauthorized takeoff in an An-2 (registration USSR-79868) from Novosibirsk-Severny Airport and crashed it into the stairwell of a residential building at Stepnaya street, house 43 / 1—where his former wife's parents resided—intending to kill his ex-wife. After circling the area twice, he attempted to steer the plane into the apartment housing his ex-wife and their two-year-old son. The aircraft penetrated the stairwell between the third and fourth floors; carrying approximately 800 liters of fuel, it ignited a significant fire that spread through the stairwell and damaged about 30 apartments. Fire services arrived within five minutes and extinguished the blaze after 57 minutes. The incident resulted in immediate fatalities of one four-year-old and two six-year-old children from burns; another four-year-old succumbed to burn injuries eight days later. Overall, eleven residents sustained burn injuries.[51][52] Neither Serkov’s ex-wife nor her parents nor his toddler son suffered injuries during this event.[51][52]
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Bibliography
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Gunston, Bill. The Osprey Encyclopedia of Russian Aircraft 1875–1995. London: Osprey, 1995. ISBN1-85532-405-9.
Mader, Georg. "Hvratske Zrance Snage: Croatia's embargoed air force". World Air Power Journal, Volume 24 Spring 1996. London:Aerospace Publishing. ISBN1-874023-66-2. pp. 139–147.
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