The An-70 is outfitted with 4 x Progress D-27 series propfan engines of 13,900 horsepower each driving a pair of contra-rotating propellers. Propfan engines are relatively new developments in the world of aviation. The concept was solidified by Hamilton Standard in 1975 and patented in 1979. This advanced system of propulsion basically seeks to combine the performance capabilities of a modern turbofan engine with the economical benefits of a turboprop engine. The end result is an engine that proves not as thirsty as a turbofan with all of the inherent advantages of such a turbofan engine's thrust output. The An-70 benefits from this arrangement and can reach speeds of 485 miles per hour (cruise = 466mph) with a range of 5,000 miles and service ceiling nearing 40,000 feet.
Dimensionally, the An-70 sports a running length of 134 feet with a height of 54 feet and wingspan of 145 feet. She fields a weight of 146,000lbs when empty with a 320,000lb maximum take-off weight specification.
The deep wide body nature of the An-70 design allows it to conform to whatever cargo requirements an operator may need. This includes a cargo payloads of over 100,000lbs or seating for 300 combat troops and gear or up to 200 medical litters with support staff. Additionally, there is a proposed An-70 variant, the "An-112KC", which is intended as an inflight refueler - the cargo hold dedicated to large fuel stores and specialized equipment. The major difference between this variant and the base An-70 is a two-engine configuration (the two inboard engines are retained, the outboard pairing deleted). The outboard pairing is replaced by drag hose equipment as fuel is funneled through each wing, down the hoses and into the awaiting trailing aircraft's exposed fuel receptacle. At one point, the An-122KC was a long-shot contender for the United States Air Force's KC-X next generation inflight refueler program though the Antonov submission was expectedly rejected by the Americans. Another potential program (this by the Germans) pitted the French Airbus 400M (Atlas) against the An-70 in the late 1990s. However, the An-70 lost out on the potentially lucrative deal (largely due to European German politics) and the A400M was selected in its place.
As of this writing (2012), only Ukraine and Russia are the expected prime operators of the An-70 series. They have not reached operational service in the numbers required as of yet though Ukraine is expected to procure at least two early examples while the Russian Air Force is on record for 60 examples, these being delivered through 2020. The Russian Air Force version is slightly modified to suit strict operating requirements. This modernized form was flown as recently as September 27-30 to further testing.
Serial production will be handled by Aviant of Kiev, Ukraine.
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