The Antonov An-72 (NATO reporting name: Coaler) is a transport aircraft, developed and produced by the Ukrainian aircraft manufacturer Antonov. The An-72 and the related An-74 get their nickname, Cheburashka, from the large engine intake ducts, which resemble the oversized ears of the popular Soviet animated character of the same name.
Design work on the An-72 commenced during the early 1970s, likely as the Soviet Union's response to the American Advanced Medium STOL Transport (AMST) programme that was ultimately terminated. It was developed in relative secrecy as a short takeoff and landing (STOL) transport aircraft and was intended to serve as a jet-powered replacement for the Antonov An-26. The An-72 made the use of the CoandÃÂ effect to improve its STOL performance by directly engine exhaust gases over the upper surface of the wing to boost lift. This performance directed numerous other design features across the aircraft, including its use of a T-tail and the specifics of its flight control system. It was also equipped with an automatic navigation system and a robust undercarriage, the latter feature facilitated the use of austere airstrips.
The An-72's maiden flight took place on . Quantity production did not proceed until the late 1980s, although the type did see active service with the Soviet Air Force prior to its dissolution. The An-72's export prospects had been hampered by the airlifter's development being concealed even from Western certifying bodies. Following the dissolution of the Soviet Union, various successor states, including Russia and Ukraine, inherited the type and continued to operate it. In addition to its use as a military airlifter, some An-72 variants have found success as commercial freighters with various airlines operating the type. An An-72 derivative, the An-74, is designed to operate under the harsh weather conditions of the polar regions.
The origins of the An-72 can be traced back to the 1970s; early work on the programme appears to have been performed under a high level of secrecy. It has been speculated that the An-72's development had been initiated as a Soviet response to the American Advanced Medium STOL Transport (AMST) that had been initiated during the 1960s, but ultimately never resulted in any production aircraft. Aviation author Bill Sweetman observed that the An-72 bore a close resemblance to the Boeing YC-14, one of the AMST designs that had been submitted to the United States Air Force as a prospective tactical airlifter. Officially, the primary purpose of the An-72 programme was to produce a successor to the turboprop-powered Antonov An-26.
The An-72 was powered by a pair of Lotarev D-36 turbofan engines (these have previously been used on the Yakovlev Yak-42); these were mounted in a relatively high over-wing position that was relatively close to the centreline, which allowed the aircraft to make use of the CoandÃÂ effect (another benefit was to reduce instances of foreign object damage). A substantial portion of the aircraft's design was shaped by this use of jet deflection across the upper surface of the wing; beyond the positioning of the engines, a T-tail configuration was also necessary in order to keep the tail plane clear of the engine wake. This T-tail was equipped with a swept fin, which helped to lengthen the tail moment arm and to accommodate trim changes. The wing of the AN-72, unlike the straight wing of the YC-14, is swept and a noticeable anhedral; the centre section is unswept. It is furnished with multiple flaps, which move on tracks; the outboard flaps are double-slotted while slats are also fitted on the leading edge.
The fuselage of the An-72 was sized to provide slightly greater internal width than that of the preceding An-26. A large nose radome is usually fitted. The landing gear comprises four independent single-wheel main gear legs that retract inwards into sizable fairings. The automatic flight control system was believed to be particularly challenging to develop due to the aircraft's STOL capabilities. An automatic navigation system that incorporated a Doppler radar unit was also installed. The An-72 is capable of operating from austere airstrips even under icy conditions; specifically, the combination of a robust undercarriage and high-flotation tyres permit operations on sand, grass, or other unpaved surfaces. The rear fuselage of the aircraft has a hinged loading ramp with a rear fairing that slides backwards and up to clear the opening. Up to can be airdropped. The cabin featured side-mounted folding seats for up to 52 passengers, as well as provisioned for up to 24 casualties in litters along with 12 seated personnel and an attendant in a medical evacuation configuration.
On , the prototype An-72 performed its maiden flight; its STOL capabilities were not used during the initial flight. At the time, there was no other aircraft in the same class as the An-72 on account of its capabilities and the limited perceived market for such a specialised airlifter in Western nations. Despite this, its export prospects were hindered from the onset due to the type having been developed in isolation from non-Soviet certificating authorities. Various refinements and modifications were made between the first prototype and production aircraft; these included the lengthening of the fuselage and an increase in wing span. By 1990, quantity production of the An-72 had commenced, 20 aircraft were being completed each year prior to the dissolution of the Soviet Union in the early 1990s.
Produced in tandem with the An-72 was the An-74 derivative. This aircraft is oriented around operations under the inhospitable weather conditions in polar regions, for which it can be outfitted with wheel-skis landing gear, de-icing equipment, and a number of other upgrades, allowing the aircraft to support activities in Arctic or Antarctic environments. Other An-72 versions include the An-72S VIP transport and An-72P maritime patrol aircraft. The An-72's STOL performance includes a take-off roll of and a landing distance of .
In 2018, six An-72 aircraft were reported to be upgraded for the Russian Aerospace Forces and Navy to carry more fuel and payload for Arctic operations.
In August 2006, 51 An-72 and Antonov An-74 aircraft were in airline service. The major operators included Badr Airlines (three), and Shar Ink (eight). Motor Sich Airlines (one). Some 17 other airlines operated this aircraft.
As of December 2021, 45 aircraft were in military service:
, there had been 24 known accidents and incidents involving the An-72 or An-74; of these, seven were reported to involve fatalities: