Antonov An-38

It is long gone in the past when the state dictated its will to the consumer. Today, airlines have the right to purchase a liner to their liking. There is something to choose on the market for short-haul aircraft.

The idea of ​​a new aircraft for 25-30 seats (the future An-38) was born in India in 1989 during the demonstration flights of the cargo and passenger An-28. For the first time ANTK them. OK. Antonova showed the model of the aircraft in June 1991 at the aerospace exhibition in Paris.

An-38, which is the heir to the An-28, is very difficult to call purely Ukrainian. The aircraft, designed at the OKB Antonov Design Bureau, was put into serial production at the V.P. Chkalov Novosibirsk Aviation Production Association. The design documentation for the production aircraft was transferred to the NAPO plant in 1991.

Unlike the An-28, the fuselage length is increased by 2.44 m on the new machine, and comfort for both passengers and crew is increased.

The aircraft was designed for domestic engines TVD-1500 of the Rybinsk Design Bureau of Motor Engineering (2×1104 kW, 2×1500 hp), which were not ready on time, complete with reversible low-noise propellers AV-36. In this regard, it was decided to use the theater of the American firm Ellide Signal, about which relevant negotiations were held. The use of foreign engines increases the competitiveness of the aircraft and allows you to enter the foreign market, where there is a demand for aircraft of this class. Thus, the power plant of the aircraft of the prototype aircraft (as well as the serial An-38-100) consists of two US-made Garrett TPE-331-14GR-801E engines with a capacity of 2×1100 kW, 2×1500 hp (according to other sources – 2×1119 kW, 2×1521 hp) with low-noise screws of the Hartzel company. Nevertheless, one of the first production vehicles An-38-200 was reserved for the installation of TVD-20. Although the domestic engine has a large midship and increased specific fuel consumption, it is cheaper than the American one.

The decision to produce Antonov Antonov and Chkalov NPO aircraft was made in 1991 and the next year they laid the first series of 6 aircraft. Among them, four flight and one for static and life tests.

On June 23, 1994, the An-38-100 made its first flight.

The aircraft is simple and reliable in control over all flight modes, has a high degree of safety: there is no stall at large angles of attack, stability, and controllability are maintained even when ice is formed on the wing and plumage.

High take-off and landing characteristics and a chassis with low-pressure pneumatics allow the An-38 to be operated at small aerodromes, including unpaved, ice, and snow-covered ones.

The maneuverability of the aircraft allows landing on a steep glide path to small mountain airfields, as well as small areas. Two high-power turboprop engines with reversible propellers and efficient wing mechanization allow the aircraft to be successfully operated on short runways in various climatic conditions – from minus 50 ° C to plus 45 ° C (including hot climate and high altitude conditions) – with an airfield height of up to 2600 m (the aircraft was tested in Yakutia at temperatures up to -43 ° C, in Uzbekistan at + 42 ° C and at high altitude airfields of Kyrgyzstan.). Moreover, the aircraft has a low noise level, which allows the An-38-100 to be operated at airports located in the urban zone.

The mechanization of the wing includes automatic slats, double-slotted flaps, hovering ailerons. Automatic spoilers have been installed to reduce the speed of the aircraft’s turn when a single-engine suddenly fails.

Good heat and sound insulation, ventilation system with automatic temperature control provide the necessary comfort for passengers. To increase comfort during operation in hot regions of the world, air conditioning can be installed onboard at the request of the customer.

The seats can be folded up and reclined to the sides, which allows for 30 minutes to convert the aircraft from the passenger option to the cargo one, as well as into combined cargo and passenger options:

The presence of a tail cargo hatch with a sliding flap and a ramp and an onboard loading device (crane-beam with a manual drive with a lifting capacity of 500 kg) allows for quick loading and unloading of various cargoes and ensures the independence of the aircraft from aerodrome facilities.

Loading can be done through the rear cargo hatch. It is possible to load long loads up to 9 meters.

The presence on board of power sources for autonomous engine starting also increases the autonomy of the An-38 aircraft.

The first operator to pay the cost of three cars was the Khabarovsk airline Vostok. The first flights with passengers on the An-38 along the route Novosibirsk – Kyshtovka – North began in the second half of 1997 (the decision to start flights was agreed with the FAS).

The program of the An-38 aircraft, among others, was presented at the booth of the ANTK Antonova during the third international aerospace exhibition AirShow China-2000 in mid-November 2000.

In 2003, ANTK them. OK Antonov, Ukrainian state airline Gorlitsa, Russian enterprises NAPO them. VP Chkalova and the Finance and Leasing Company opened new prospects for the sale of the light multi-purpose aircraft An-38 – it was announced that shortly the An-38-120 aircraft will also begin to carry passengers in Ukraine: with the assistance of the Russian Finance and Leasing Company, these machines will enter the fleet of Gorlitsa Airlines and will operate flights between regional centers of the western regions of Ukraine.


  • Modification of the An-38-100
  • Wingspan, m 22.06
  • Aircraft Length, m 15.54
  • The height of the aircraft, m 4.30
  • Wing Area, m2 39.72
  • Weight kg empty plane 5000; maximum take-off 8800
  • Fuel, l 2870
  • Engine’s type 1 option 2 TVD AlliedSignal ТРР331-140Д-801Е; 2 option 2 TVD TVD-1500
  • Horsepower 2 x 1500
  • Cruising speed, km / h 380
  • Practical range, km 1450
  • Range, km 800
  • Practical ceiling, m 9000
  • Crew 1-2
  • Payload: up to 27 passengers or 2500 kg of cargo.
Graduated from Embry-Riddle Aviation University with a master's degree in aviation science. He began his career as an aviation researcher in local periodicals. Has a pilot license. Now are the author and developer of the Plane Worlds.