Antonov An-14Š

Antonov An-14Sh
Антонов Ан-14Ш
     
Název:
Name:
Antonov An-14Š Antonov An-14Sh
Originální název:
Original Name:
Антонов Ан-14Ш
Kategorie:
Category:
experimentální letoun experimental aeroplane
Výrobce:
Producer:
DD.MM.1983-DD.MM.1983 Kyjevské letecké výrobní sdružení, Kyjev /
Období výroby:
Production Period:
DD.MM.1983-DD.MM.1986
Vyrobeno kusů:
Number of Produced:
1
První vzlet:
Maiden Flight:
DD.MM.1983
Osádka:
Crew:
2
Základní charakteristika:
Basic Characteristics:
 
Vzlet a přistání:
Take-off and Landing:
CTOL - konvenční vzlet a přistání CTOL - conventional take-off and landing
Uspořádání křídla:
Arrangement of Wing:
jednoplošník monoplane
Uspořádání letounu:
Aircraft Concept:
klasické conventional
Podvozek:
Undercarriage:
jiný other
Přistávací zařízení:
Landing Gear:
jiné other
Technické údaje:
Technical Data:
 
Hmotnost prázdného letounu:
Empty Weight:
2720 kg 5997 lb
Vzletová hmotnost:
Take-off Weight:
3420 kg 7540 lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
3710 kg 8179 lb
Rozpětí:
Wingspan:
21,99 m 72ft 1,75in
Délka:
Length:
11,36 m 37ft 3,24in
Výška:
Height:
4,63 m 15ft 2,28in
Plocha křídla:
Wing Area:
39,72 m2 427.54 ft2
Plošné zatížení:
Wing Loading:
? kg/m2 ? lb/ft2
Pohon:
Propulsion:
 
Kategorie:
Category:
pístový piston
Počet motorů:
Number of Engines:
2
Typ:
Type:
Ivčenko AI-14RF s max. výkonom po 300 hp
Ivchenko AI-14RF, Power (take-off) 300HP
Objem palivových nádrží:
Fuel Tank Capacity:
290 kg paliva 639 lb of fuel
Výkony:
Performance:
 
Maximální rychlost:
Maximum Speed:
209 km/h v ? m 129.9 mph in ? ft
Cestovní rychlost:
Cruise Speed:
165 km/h v ? m 102.5 mph in ? ft
Rychlost stoupání:
Climb Rate:
? m/s ? ft/min
Čas výstupu na výšku:
Time to Climb to:
? min do m ? min to 0 ft
Operační dostup:
Service Ceiling:
4500 m 14764 ft
Dolet:
Range:
450 km 279.6 mi
Maximální dolet:
Maximum Range:
? km ? mi
Výzbroj:
Armament:
- -
Uživatelské státy:
User States:
Poznámka:
Note:
- -
Zdroje:
Sources:
Заярин, В., Шиврин, Н.: АН-14 на воздушной подушке in Авиация и время 1996/01
http://www.airwar.ru/enc/xplane/an14sh.html

Antonov An-14Š  -


URL : https://www.valka.cz/Antonov-An-14S-t193456#557148 Version : 0

Antonov An-14Š - origin and development



In the Soviet Union, several attempts were made in the 1930s to create a landing gear chassis for flying machines, called SEP in Russian - Š assi na V[/b. The first usable device of this type was built by N.I. Jefremov and A.D. Nadiradze, scientists of the important Soviet aviation institute CAGI. They installed their equipment instead of the training aircraft landing gear Yakovlev UT-2, which they named SEN ( S amoljot E vfremova a N adiradzeho). The chassis consisted of a rubber cushion with a fan, reminiscent of a raft turned upside down. The fan, which blows air into the interior bounded by rubber cuffs (the same principle as the hovercraft), was powered by a 25 hp motorcycle engine. i]), which the machine tested in 1940, were normal and almost indistinguishable from the classic chassis.

After this success, both designers in 1941 designed a similar device for the front bomber Petljakov Pe-2. Due to the fact that it was a twin-engine machine, they placed air cushions under both engine nacelles, into which they were to be pulled in after the start and covered with a double-wing door. However, successful ground tests, mainly due to the attack of the USSR by Hitler's coalition troops in June 1941, as well as insufficient power of the engines, part of which was consumed by the blower drive for SEP, failed to bring into the flight phase. The tests with Pe-2N were stopped in 1943.

In 1971, they started in the O.K. Antonova (OKB Antonova) work on the SEP project, which used the principle identical to the chassis part of the hovercraft - the so-called static air cushion. The work was started on its own initiative by a group of eight designers led by B.M. Kolomijecom ( B. M. Kolomiets). The landing gear developed by them was designed for an aircraft of the type Antonov An-12, which was to allow takeoff and landing on muddy, soaked or densely snowy surfaces. The basis of the air test bench of the experimental take-off and landing gear (M 1: 2) was a light multi-purpose twin-engine high-flying aircraft Antonov An-14A, marked for testing purposes as An-14Š (Š apparently from the designation chassis - chassis). Specifically, the role of the experimental machine was converted to the serial An-14A of the Air Force with the fuselage designation "red" 95, serial number 500404. In addition to the installation of SEP and gas turbine, modifications to the serial machine one round window was incorporated. The middle square window on the right side of the fuselage was replaced by an air trap and the windows on the left side were replaced by vents. The rear entrance door, located on the An-14A in the rear of the fuselage in the area under the tail beam, was removed and replaced with an aerodynamic passage. A pair of main landing gear legs were left, but their anchorage moved completely to the end of the undercarriage gondolas.

Due to the failure of the construction of three air cushions located in the places of the original landing gear legs in the project An-714, implemented by the Kuibyshev design office of aircraft landing gear and helicopters, OKB designers chose Anton's concept of one powerful air cushion located under the fuselage. The SEP-type take-off and landing equipment designed by them was to be retracted into the interior of the hull nacelle and consisted of a large platform surrounded by an inflatable elastic rubber cuff, resembling the "belly" of a hovercraft.At the bottom of the device, four tandemly arranged pairs of circular segments with air outlets in the middle were placed, which as a whole were surrounded by the said rubber cuff. This solution significantly reduced air leakage, which was the biggest problem of the project An-714, and at the same time reduced rubber cuff wear. In contrast to the project An-714 the chassis part selected in this way also had a significantly lower specific pressure on the substrate. The air needed to fill the cushion was provided by a TA-6A-1 gas turbine installed in the cargo cabin, which originally served as an auxiliary on-board power unit for transport and transport aircraft.

The work performed until then began to have an official character, and thus the inclusion in the development plans, only on the basis of a decree of the Ministry of Aviation of 8 August 1975, which specified the development of a retractable landing gear SEP for transport aircraft type/100439] An-12[/url].

The rolling tests and the first take-off of the experimental An-14Š were preceded by tests of two chassis reducers on 600 kg models and later, already in real size, on a special platform located outdoors. After their successful implementation, the An-14Š was able to roll over the runway for the first time in December 1981 (VPD), but it was still two years apart from the first takeoff. After the necessary modifications and fine-tuning of the systems, the first take-off of the experimental machine finally takes place in the winter of 1983. During the flight, the machine piloted by V. Lysenko (flight engineer was V. Marejev) moved at a height of 15 to 20 meters above the ground, while the gas turbine was running all the time and the SEP was in working position, ie inflated. According to the test pilot, the start and landing went well, as did the machine's rolling after VPD, but they required different habits than standard machines. On the static air cushion, the An-14Š was able to move stably at speeds of up to 100 km/h, while the stability of the machine when rolling was not negatively affected by the crosswind up to 12 m/s. At the same time, the SEP was able to automatically compensate for the tilt when cornering and when moving over an uneven surface.

Despite the successful tests, the work on An-14Š had to be interrupted several times due to the workload of OKB Antonov on other projects. SEP repairs also required a lot of time, so it is no wonder that the tests were extended to April 1986.

Until the end of the project, the machine flew on a static air cushion, the lower edge of which was usually at a height of 6 to 10 mm above the surface, a total of 700 km above the grass and concrete surface, SEP systems worked a total of 150 hours. However, the retraction of the system into the hull nacelle has never been tried.

In conclusion, almost all elements of the hovercraft-type chassis were tested in Kiev and a way was found to minimize one of the most significant shortcomings of this type of chassis - soil erosion and heavy dust.

Заярин, В., Шиврин, N .: АН-14 on the air cushion in Aviation and Time 1996/01, pp. 11-12
URL : https://www.valka.cz/Antonov-An-14S-t193456#557204 Version : 0
http://www.airwar.ru/enc/xplane/an14sh.html
http://sunsweeper1.tumblr.com/page/59
Авиация и время 1996/01, str. 11
.
Antonov An-14Š  - An-14Š v lete

An-14Š v lete
Antonov An-14Š  - všimnite si pomocný pristávací podvozok

všimnite si pomocný pristávací podvozok
Antonov An-14Š  -


Antonov An-14Š  -


Antonov An-14Š  - skúšky ŠVP na špeciálnej plošine

skúšky ŠVP na špeciálnej plošine
URL : https://www.valka.cz/Antonov-An-14S-t193456#557156 Version : 0
Larger photos.
Own archive.
Antonov An-14Š  -


URL : https://www.valka.cz/Antonov-An-14S-t193456#717875 Version : 0
Discussion post Fact post
Attachments


Join us

We believe that there are people with different interests and experiences who could contribute their knowledge and ideas. If you love military history and have experience in historical research, writing articles, editing text, moderating, creating images, graphics or videos, or simply have a desire to contribute to our unique system, you can join us and help us create content that will be interesting and beneficial to other readers.

Find out more