Antonov AN-124-100?
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Antonov AN-124-100?
Afternoon All
With recently watching a you tube video on the Antonov AN-124-100, with far as I know there is the standard flight deck crew of five. How many extra crew do they normally carry? in the video it looked like an extra eight plus one of them was sitting what looked like a radio operatives position, but this was not on the flight deck but way back down the aircraft?
With recently watching a you tube video on the Antonov AN-124-100, with far as I know there is the standard flight deck crew of five. How many extra crew do they normally carry? in the video it looked like an extra eight plus one of them was sitting what looked like a radio operatives position, but this was not on the flight deck but way back down the aircraft?
An124-100 Crew.
Hi,
When I started working with Antonov Design Bureau (ADB) on the 124-100, we would trundle around with a total crew of.......22. at the pointy end, there were: 2 pilots, 1 Navigator, 2 Flight Engineers and 1 Radio Operator. Therefore,a basic operating flight deck crew of 6. To this we had an extra pilot and an extra navigator for "long days." In addition, up front we had 1 Western Flight Manager (Air Foyle's rep.,) and 1 Ukrainian Flight Manager (ADB.) So, pointy end = 10. In the rear compartment, there was 1 Loadmaster and 11 Technicians/Loading crew. which puts us up to the 22. Over a period of a few years, we AF Flight Managers put it across that if some of the Techies were cross trained it would save the company roundabout $4 million per year. The crew was then reduced to 18, knocking off 4 techies. It does seem a lot of people, but remember, the techies were also the loaders, and with the type of aeroplane, the aircraft equipment and systems plus the type of loads we carried, western ways of doing things etc., would not have worked. On quite a few ocaisions we have taken over 24 hours to load, (we didn't have unions), and that was not due to the loaders being slack, but due to the complexity of the load. We started the load and did not stop until it was all on. Meals taken in shifts.
I was proud of the time I worked with ADB and the work we all did. A very strong, dependable aeroplane as is the 225.
Cheers the noo,
alt
When I started working with Antonov Design Bureau (ADB) on the 124-100, we would trundle around with a total crew of.......22. at the pointy end, there were: 2 pilots, 1 Navigator, 2 Flight Engineers and 1 Radio Operator. Therefore,a basic operating flight deck crew of 6. To this we had an extra pilot and an extra navigator for "long days." In addition, up front we had 1 Western Flight Manager (Air Foyle's rep.,) and 1 Ukrainian Flight Manager (ADB.) So, pointy end = 10. In the rear compartment, there was 1 Loadmaster and 11 Technicians/Loading crew. which puts us up to the 22. Over a period of a few years, we AF Flight Managers put it across that if some of the Techies were cross trained it would save the company roundabout $4 million per year. The crew was then reduced to 18, knocking off 4 techies. It does seem a lot of people, but remember, the techies were also the loaders, and with the type of aeroplane, the aircraft equipment and systems plus the type of loads we carried, western ways of doing things etc., would not have worked. On quite a few ocaisions we have taken over 24 hours to load, (we didn't have unions), and that was not due to the loaders being slack, but due to the complexity of the load. We started the load and did not stop until it was all on. Meals taken in shifts.
I was proud of the time I worked with ADB and the work we all did. A very strong, dependable aeroplane as is the 225.
Cheers the noo,
alt
Last edited by aloominumtoob; 2nd Jul 2019 at 16:59. Reason: Typography.
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aloominumtoob
Thanks for the information much appreciated, i was looking on you tube and was watching a video about Antonov Design Bureau An 124 it was a very interesting documentary about the aircraft. Have seen a number of these aircraft in the UK and never fail to impress me.
Thanks for the information much appreciated, i was looking on you tube and was watching a video about Antonov Design Bureau An 124 it was a very interesting documentary about the aircraft. Have seen a number of these aircraft in the UK and never fail to impress me.
I am pretty sure there isn't any AN-124 based in the UK. Obviously you have the odd cargo operation but I'm afraid with only the Ukrainian being able to keep them flying the visits will be rare.
Sure
But out of the 50 remaining airframes I guess the only one you might see anymore are the 7 operated by Antonov. Volga-Dnepr can not operate in the European airspace anymore and I don't expect the Russian airforce to do much cargo moving in the UK. Just trying to say that this will very likely be a rarer sighting.
But out of the 50 remaining airframes I guess the only one you might see anymore are the 7 operated by Antonov. Volga-Dnepr can not operate in the European airspace anymore and I don't expect the Russian airforce to do much cargo moving in the UK. Just trying to say that this will very likely be a rarer sighting.
We had 3 in at Farnborough once to transport Land Rovers to Siberia for some motoring competion.
They all flew in from Ukraine, loaded the Land Rovers, and departed direct to Siberia without re-fuelling. That's some fuel load!
Air Foyle operated them under contract but none were based in the UK. When they were asked to transport freight into Farnborough for the airshow one year, Air Foyle refused saying the runway wasn't long enough.
When the Antonov design bureau heard this, they said 'no problem' and their Chief Test Pilot flew the freight into Farnborough, Air Foyle having tried to take out an injunction to stop them.
I saw the letter the CTP sent to the high court to refute Air Foyle's objections.
They all flew in from Ukraine, loaded the Land Rovers, and departed direct to Siberia without re-fuelling. That's some fuel load!
Air Foyle operated them under contract but none were based in the UK. When they were asked to transport freight into Farnborough for the airshow one year, Air Foyle refused saying the runway wasn't long enough.
When the Antonov design bureau heard this, they said 'no problem' and their Chief Test Pilot flew the freight into Farnborough, Air Foyle having tried to take out an injunction to stop them.
I saw the letter the CTP sent to the high court to refute Air Foyle's objections.
Last edited by chevvron; 3rd Jul 2019 at 11:51.
Was working in SIN in the early 90s and got to see the mighty AN-124 in action. This was a time of change for the Soviet Union and for the most part its people were still treated like back in the good old days of the Iron Curtain (eg risk of them claiming asylum was not accepted by Russia as well as the visiting country!). Their crew would stay with the aircraft and even perform maintenance tasks like removing and servicing components until it was time to depart, I would imagine these would have been the techies/loadies and the crew would be safe in their bunks getting some rest. We would go to the aircraft and there would be some trading .. our fine Casio watches for a mechanical Russian watch for instance. There usually had a goodish supply of Russian aluminium badges/medals with military designs and for the very brave...liquor! They would ask for USD but would eventually setlle for SGD.
The loadies were required to operate the interior cranes and to sequence the load according to the load-masters instructions, it was good to watch how well they worked together.. not much uneccessary shouting and drama.. just whistles and a few calls. Very proffessional The loadmaster worked from a wooden table and chair that they carried along with them.
Anilv
The loadies were required to operate the interior cranes and to sequence the load according to the load-masters instructions, it was good to watch how well they worked together.. not much uneccessary shouting and drama.. just whistles and a few calls. Very proffessional The loadmaster worked from a wooden table and chair that they carried along with them.
Anilv
My exposure to AirBridge was pretty favorable (they bought several 747-8F).
Slight thread drift - I recall a plan to build some new AN-124s using western engines - specifically CF6-80C2 engines. Did that all fall apart?
I used to see the occasional AN-124 flying in and out of Boeing Field, usually to deliver Trent 800 engines for new build 777s when Rolls got a bit behind. The takeoff performance when they departed definitely left a bit to be desired, so I figured a re-engine would result in a much better aircraft.
Last edited by tdracer; 3rd Jul 2019 at 18:35. Reason: typo
I think you're mistaken, unless it's a very recent restriction (EDDK, last month):
https://www.airliners.net/photo/Volg...Ruslan/5561005
https://www.airliners.net/photo/Volg...Ruslan/5561005
They could almost be considered regular visitors to East Midlands Airport - certainly not head turners, though as an enthusiast they attract my attention.
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Hi,
When I started working with Antonov Design Bureau (ADB) on the 124-100, we would trundle around with a total crew of.......22. at the pointy end, there were: 2 pilots, 1 Navigator, 2 Flight Engineers and 1 Radio Operator. Therefore,a basic operating flight deck crew of 6. To this we had an extra pilot and an extra navigator for "long days." In addition, up front we had 1 Western Flight Manager (Air Foyle's rep.,) and 1 Ukrainian Flight Manager (ADB.) So, pointy end = 10. In the rear compartment, there was 1 Loadmaster and 11 Technicians/Loading crew. which puts us up to the 22. Over a period of a few years, we AF Flight Managers put it across that if some of the Techies were cross trained it would save the company roundabout $4 million per year. The crew was then reduced to 18, knocking off 4 techies. It does seem a lot of people, but remember, the techies were also the loaders, and with the type of aeroplane, the aircraft equipment and systems plus the type of loads we carried, western ways of doing things etc., would not have worked. On quite a few ocaisions we have taken over 24 hours to load, (we didn't have unions), and that was not due to the loaders being slack, but due to the complexity of the load. We started the load and did not stop until it was all on. Meals taken in shifts.
I was proud of the time I worked with ADB and the work we all did. A very strong, dependable aeroplane as is the 225.
Cheers the noo,
alt
When I started working with Antonov Design Bureau (ADB) on the 124-100, we would trundle around with a total crew of.......22. at the pointy end, there were: 2 pilots, 1 Navigator, 2 Flight Engineers and 1 Radio Operator. Therefore,a basic operating flight deck crew of 6. To this we had an extra pilot and an extra navigator for "long days." In addition, up front we had 1 Western Flight Manager (Air Foyle's rep.,) and 1 Ukrainian Flight Manager (ADB.) So, pointy end = 10. In the rear compartment, there was 1 Loadmaster and 11 Technicians/Loading crew. which puts us up to the 22. Over a period of a few years, we AF Flight Managers put it across that if some of the Techies were cross trained it would save the company roundabout $4 million per year. The crew was then reduced to 18, knocking off 4 techies. It does seem a lot of people, but remember, the techies were also the loaders, and with the type of aeroplane, the aircraft equipment and systems plus the type of loads we carried, western ways of doing things etc., would not have worked. On quite a few ocaisions we have taken over 24 hours to load, (we didn't have unions), and that was not due to the loaders being slack, but due to the complexity of the load. We started the load and did not stop until it was all on. Meals taken in shifts.
I was proud of the time I worked with ADB and the work we all did. A very strong, dependable aeroplane as is the 225.
Cheers the noo,
alt
As engineers, we were fascinated by the interior and systems on display, plus the high tech broom !. One of the more interesting flights I've been on.......also notable was the, ahem, demarcation between front and rear crews. Have to say those guys worked hard though, laying out the ramps isn't a light task and we noticed they opened the cowls on the T/R at Woodford.
Here's one, of several, clips showing our arrival at Woodford and emptying the contents of the hold......it has to be said the landing was "firm ".....
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The AN-225 is even more impressive. Rumour was a bit back that the Chinese were intending to complete the second one, any one know if they’ve started yet ?
Be lucky
David
Be lucky
David
I have seen some pictures of recent work (past months I'd say) being done on the rear part of #2. No idea if it is in any way related.
In the hold was a large dining table covered in empty bottles (mostly vodka/white rum etc)
And it was supposed to be flying in the display 2 hours later! Not surprisingly it was a 'no show', even though BAe said they would pay the fuel bill.
This was in the days before TAG. Farnborough Business Aviation (FBA) operated the FBO from a small enclave south side with DERA/MOD operating north side.
FBA had a single 5000l bowser and limited underground tankage, about 12,000l I think, just sufficient to service their normal bizjets. This wouldn't be sufficient to supply 3 aircraft like AN124s.
DERA wouldn't have been able to help; they were only keeping minimum amount of AVTUR for their own needs as they were about to move to Boscombe Down.
Even a couple of years later when FBA had got a bigger bowser and DERA flying had gone, they were asked to re-fuel a visting C5 Galaxy (transporting POTUS helicopters) and after emptying their bowser twice said that was all they could do.