Antonov An-24RV: why this turboprop proved so enduring

The Antonov An-24 family emerged from a late 1950s Soviet requirement to replace ageing piston engine airliners such as the Ilyushin Il-14 and the Lisunov Li-2 on regional feeder routes. The Antonov Design Bureau (OKB-153), founded by Oleg Konstantinovich Antonov in 1946 and relocated to Kyiv in 1952, was tasked with designing a rugged twin turboprop capable of operating from short, unpaved airstrips under extreme weather conditions. Initial specifications called for 32 to 40 seats, but during the design phase, capacity was raised to 44 passengers. The first An-24 prototype, piloted by test pilot G.I. Lysenko, completed its maiden flight on 20 October 1959. Flight testing validated the airframe's low speed handling, short field performance, and the reliability of its two Ivchenko AI-24A turboprop engines. Serial production began at the Kyiv Svyatoshino (later renamed Aviant) plant in 1961, with the initial An-24A model entering scheduled Aeroflot service in September 1963 on routes from Moscow to Voronezh and Saratov.

The An-24B, an improved 50 seat production variant with increased takeoff weight, followed from 1964 onward and approximately 400 units were built. In parallel, the Antonov bureau developed the An-24T military freighter, featuring a ventral cargo hatch and overhead hoist. A key operational challenge remained, however: takeoff performance from high altitude aerodromes and hot climate runways was marginal on the turboprops alone. To address this, engineers at the Tumanskiy engine OKB adapted a compact turbojet originally developed for a jet trainer that never entered production. They redesigned it into the RU19A-300, a combination auxiliary power unit and booster engine. The RU19A-300 was first integrated into the An-24T freighter airframe, creating the An-24RT military transport variant. The booster proved highly effective: it provided adequate thrust for difficult takeoff conditions, ample airflow for the de-icing system, and self contained power for ground operations. Recognising the clear operational benefits, the decision was made to integrate the same booster engine into the An-24B passenger airframe, which resulted in the creation of the Antonov An-24RV.

The Antonov An-24RV entered series production around 1970 at the Kyiv plant, and it progressively replaced the An-24B on the assembly line. It became the most widely produced passenger variant of the An-24 family. The aircraft was built in both standard airliner and salon (VIP) configurations and served with Aeroflot as well as with civil and military operators in Soviet allied states across Eastern Europe, Africa, Asia, and Latin America. Production of all An-24 variants at the Kyiv facility continued until 1978/1979, during which time approximately 1,028 airframes were completed there. Additional production took place at Ulan-Ude (174 aircraft, 1965 to 1971) and Irkutsk (165 An-24T freighters, 1965 to 1971). In total, roughly 1,100 An-24s of all sub-variants were manufactured in the Soviet Union. The An-24RV also served as the baseline for secondary conversions, including three An-24LP firefighting aircraft built in 1971. In China, Xi'an Aircraft Industrial Corporation produced a derivative closely comparable to the An-24RV, known as the Xian Y-7, starting from the mid 1960s, although full production only began in the 1980s. For aviation enthusiasts keen to explore the broader story of iconic aircraft like the Antonov An-24RV, the book Ready for Take Off offers a compelling visual and narrative journey through aviation history.

What Distinguishes the Antonov An-24RV from Other An-24 Variants

The defining feature of the Antonov An-24RV is the installation of the Tumanskiy RU19A-300 auxiliary turbojet engine in the starboard engine nacelle, providing approximately 7.85 kN (1,765 lb) of additional thrust. This booster engine distinguished the An-24RV from its direct predecessor, the An-24B (designated An-24V for export), which relied solely on its two AI-24 series turboprops. While the An-24RT carried the same booster engine, it was based on the An-24T military freighter airframe with its cargo hatch and reduced windows, whereas the An-24RV retained the full passenger cabin of the An-24B. From the 1970s onward, both the An-24B and An-24RV received twin anti-spin ventral fins, improving directional stability. The An-24RV could seat up to 52 passengers in a four abreast (2+2) layout and offered a cruising speed of approximately 460 km/h, a maximum takeoff weight of 21,800 kg, and a ferry range of up to 2,600 km.

The key variant identifiers of the Antonov An-24RV are summarised below:

• Primary engines: Two Ivchenko (Progress) AI-24 series turboprops, each producing approximately 2,550 ehp, driving four blade AV-72 series constant speed propellers
• Auxiliary engine: One Tumanskiy RU19A-300 turbojet (approximately 7.85 kN / 1,765 lb thrust) housed in the starboard nacelle, used for takeoff boost, de-icing airflow, and APU ground power
• Passenger capacity: Up to 52 seats in standard single class layout (four abreast, 2+2)
• Maximum takeoff weight: 21,800 kg (approximately 48,060 lb)
• Ferry range: Up to 2,600 km (approximately 1,400 nmi)
• Stability modification: Twin anti-spin ventral fins (retrofitted from the 1970s onward)
• Configurations: Standard airliner and salon (VIP) layouts

The Antonov An-24RV is a twin turboprop regional transport designed to operate from short and unprepared airstrips across the vast Soviet territory. As a direct evolution of the An-24B passenger variant, the An-24RV added a key distinguishing feature: an auxiliary turbojet engine housed in the starboard nacelle, which significantly improved takeoff performance under demanding conditions. This design trade-off prioritised field performance and operational independence over outright speed or range, reflecting the aircraft's core mission of connecting remote communities with limited infrastructure. The An-24RV gradually replaced the An-24B on the production line and was built in both standard airliner and salon (VIP) configurations, serving Aeroflot and civil air services of Soviet-allied states.

The An-24 family served as the foundation for several derivative aircraft, including the An-26 tactical transport, the An-30 aerial survey platform and the An-32 with upgraded engines for hot and high operations. The high wing layout of the An-24RV protects its engines and propeller blades from debris during operations on unimproved surfaces, while the retractable tricycle landing gear, with dual wheels on each strut, retracts neatly into the engine nacelles and under the cockpit floor. More than 1,100 An-24s of all variants were produced before Ukrainian production ended in 1978.

• Wingspan: 29.20 m (95 ft 10 in)
• Length: 23.53 m (77 ft 2 in)
• Height: 8.32 m (27 ft 4 in)
• Wing area: 74.98 m² (807.1 sq ft)
• Empty weight: 13,300 kg (29,321 lb)
• Maximum takeoff weight (MTOW): 21,000 kg (46,297 lb)
• Fuel capacity: 5,550 litres (1,470 US gal)
• Typical seating: up to 50 passengers at four abreast
• Maximum payload: 5,500 kg (12,125 lb)
• Maximum speed: 485 km/h (301 mph) at 6,000 m
• Cruise speed: approximately 450 km/h (243 kt) at 6,000 m
• Range (max fuel): 2,400 km (1,295 nmi); range with max payload approximately 550 km (297 nmi)
• Service ceiling: 8,400 m (27,600 ft)
• Takeoff distance: approximately 1,750 m (published by SKYbrary)
• Powerplant: 2 × Ivchenko AI-24A turboprop engines, 1,900 kW (2,550 shp) each, plus 1 × Tumansky RU-19A-300 auxiliary turbojet in starboard nacelle, 8.8 kN (1,978 lbf)
• Propellers: four-bladed AV-72 constant-speed reversible units, 3.90 m diameter
• Flight crew: two pilots and a flight engineer, with optional radio operator station

Systems, Flight Controls and Handling Characteristics

The An-24RV employs mechanical flight controls connected via push-pull rods and cables, providing pilots with direct aerodynamic feedback without hydraulic boost on the primary surfaces. The ailerons are mass balanced and servo compensated, with electrically driven trim tabs. The elevator features a manual trim tab, and the rudder has an electrical trim servo tab. Flaps are hydraulically actuated, using TsAGI tracked and slotted designs: single-slotted on the wing centre section and double-slotted outboard of the nacelles. This arrangement delivers effective low-speed lift augmentation suited to the aircraft's short-field role.

The hydraulic system operates at approximately 150 bar (2,200 psi) and drives the landing gear retraction, nosewheel steering, flap deployment, propeller feathering and wheel brakes. Mainwheels are fitted with hydraulic disc brakes and anti-skid units, and the nosewheel can be hydraulically steered through 45° during taxi. As a redundancy measure, the landing gear can extend by gravity or ram air pressure if both hydraulic systems fail. The electrical system relies on two 27V DC starter-generators mounted on the main engines, with a standby generator on the auxiliary turbojet and storage batteries for emergency use. Bleed air from the engine compressors feeds the wing and tail leading edge de-icing, while the propeller blades and hubs use an electric de-icing system. The airframe time between overhauls is 6,000 flight hours, with a total depreciation life of 30,000 flight hours.

Published performance figures for the An-24RV can vary depending on operator configuration, cabin density, actual takeoff weight, ambient temperature, airfield elevation and runway surface condition. The range figures, for example, differ substantially between a maximum fuel scenario with reduced passenger load and a full payload mission. Cruise speeds are also affected by altitude selection and atmospheric conditions. Any comparison with other regional turboprops should account for these variables, as manufacturer data typically represents optimal baseline conditions rather than everyday airline operations.

Engines: Ivchenko AI-24A Turboprop and Tumansky RU-19A-300 Auxiliary Turbojet

The primary powerplant of the An-24RV consists of two Ivchenko AI-24A turboprop engines, each producing 1,900 kW (2,550 shp) at takeoff. Designed in 1958 by the Ivchenko design bureau in Zaporizhzhia, Ukraine, the AI-24 was a scaled-down development derived from experience with the larger AI-20 turboprop. Serial production of the AI-24 began in 1960 at the Motor Sich plant, also in Zaporizhzhia. The engine drives a four-bladed AV-72T constant-speed fully reversible propeller. Early production An-24s used the baseline AI-24 rated at 1,790 kW (2,400 shp), but later aircraft received the improved AI-24A, which maintained performance better in hot and high conditions. Across all variants, approximately 11,750 AI-24 engines were manufactured, powering 2,735 aircraft. Beyond the An-24 family, the AI-24 and its derivatives also powered the Antonov An-26 tactical transport (using the uprated AI-24VT) and the An-30 survey aircraft. The Chinese-built Xian Y-7 used the Dongan WJ5A, a derivative of the AI-24A. Key strengths of the AI-24 include its simple design, high reliability, long service life and easy maintainability, with an engine TBO of 3,000 hours.

The distinguishing feature of the An-24RV is the addition of a single Tumansky RU-19A-300 auxiliary turbojet engine, mounted in the rear of the starboard engine nacelle. This compact seven-stage axial-flow turbojet, developed at OKB-300 under the direction of Sergei Tumansky, produces 8.8 kN (approximately 1,978 lbf) of thrust. Its design began in 1958, and it passed state tests in 1961. In the An-24RV, the RU-19A-300 serves a dual purpose: it acts as an auxiliary power unit for autonomous engine starting on the ground, and it provides supplementary thrust during takeoff and climb when conditions demand it. The booster jet also generates compressed airflow for the de-icing system during ground operations, enhancing the aircraft's cold weather autonomy. The same engine was later adopted on the An-26 transport, where it could also be used in level flight when needed. Despite the asymmetric thrust configuration, the increment from the booster engine was modest enough that it did not pose significant handling challenges for flight crews.

The Antonov An-24RV was purpose built for short to medium haul regional transport. Powered by two Ivchenko AI‑24A turboprops plus an auxiliary RU‑19A‑300 booster turbojet in the right nacelle, the aircraft cruises at approximately 450 km/h (280 mph) and covers a range of up to 2,400 km (1,500 mi) with maximum fuel, although with maximum payload the practical sector drops to roughly 550 km (340 mi). Typical revenue flights last between 45 minutes and two and a half hours, connecting regional cities separated by 300 to 1,200 km. The booster engine, which improved takeoff performance on short and unpaved runways, made the Antonov An-24RV especially suited to airfields in Siberia, the Caucasus, Central Asia and other areas where runway infrastructure is limited.

Operationally, the Antonov An-24RV fits a point to point regional pattern rather than a classic hub and spoke system. Most operators deploy it from secondary or remote airports that lack the runway length or surface quality demanded by jet equipment. In Russia, for example, carriers have historically used the type to link towns accessible only by air, flying multiple daily rotations on sectors of 200 to 800 km. Daily utilisation on these networks typically ranges from four to six flight hours per aircraft, constrained by short daylight windows in winter, weather delays, and the limited ground infrastructure at remote stops. For a broader perspective on the pilot demand generated by regional turboprop operations, it is worth noting that ageing fleets like the An‑24 family add unique pressure on crew training pipelines.

A significant challenge for current operators is the advanced age of the fleet. All remaining Antonov An-24RV airframes were built between 1966 and 1978, and sourcing spare parts has become increasingly difficult. In Russia, the regulator Rosaviatsia has repeatedly scrutinised operators of the type: the operating certificate of Angara Airlines was revoked in late 2025 following a fatal An‑24RV crash near Tynda and subsequent findings of widespread maintenance violations. Aviation safety experts note that small regional carriers often operate under challenging weather and infrastructure conditions with aging aircraft and limited spare parts. Despite these issues, several Russian carriers continue to rely on the type because, as Yakutia Airlines has stated, there is currently no direct substitute for the An‑24 and An‑26 in the country's remote regional network.

Where the Antonov An-24RV Operates: Regional Overview

The global footprint of the Antonov An-24RV has always centred on the Commonwealth of Independent States (CIS) and Africa, with a secondary presence in parts of Asia, the Caribbean and, historically, Eastern Europe. As of 2023, around 93 An‑24s of all variants remained in service worldwide, the vast majority in Russia and on the African continent. In Europe, the type once served as the backbone of domestic networks for Eastern Bloc flag carriers but has now been retired from all EU member states. Across Asia, it found roles with airlines in Cambodia, Vietnam, Laos, Mongolia and Sri Lanka. In the Americas, the only notable civil operator has been Cuba, where the type connected domestic destinations for decades. In Africa, An‑24s served with airlines and United Nations charter operations across several nations including Somalia, Equatorial Guinea, Congo and Sudan.

• Europe: During the Cold War era, the Antonov An-24RV was a standard fixture in the fleets of Eastern Bloc airlines. LOT Polish Airlines received An‑24s from 1966 and deployed them on domestic routes such as Warsaw to Kraków. TAROM (Romania) used the An‑24RV on domestic sectors connecting Bucharest with cities like Sibiu and Oradea, and it remained a workhorse into the late 1980s. Balkan Bulgarian Airlines operated An‑24Bs and at least one An‑24RV on domestic services between Sofia, Varna and Burgas through the 1990s. In the post Soviet states, Belavia (Belarus), Latavio (Latvia) and Motor Sich Airlines (Ukraine) also flew the type on regional routes. By the 2010s, all EU and most Eastern European operators had retired the Antonov An-24RV, largely due to noise regulations and EASA airworthiness requirements.
• North and South America: The Antonov An-24RV's presence in the Americas was limited almost entirely to Cuba. Cubana de Aviación operated An‑24B, An‑24V and An‑24RV variants on domestic routes connecting Havana with provincial cities. The Cuban Air Force also ordered twenty An‑24RVs for military transport purposes. Aero Caribbean briefly operated a single An‑24B. No operators in North or South America outside the Caribbean used the type in scheduled service.
• Asia: Aeroflot's vast Soviet era network introduced the Antonov An-24RV across Central Asia and Siberia. After the dissolution of the Soviet Union, numerous successor carriers inherited the type. In Russia, Polar Airlines (the largest passenger operator of the An‑24), Yakutia Airlines, KrasAvia, IrAero and Angara Airlines used the type to serve remote Siberian and Far Eastern settlements reachable only by air. SCAT Airlines (Kazakhstan) was also a major operator. Beyond the CIS, Kampuchea Airlines and Royal Phnom Penh Airways (Cambodia), Vietnam Airlines (formerly Vietnam Civil Aviation), Pathet Lao Airlines and MIAT Mongolian Airlines all operated variants of the An‑24 on short domestic sectors. Pamir Airways (Afghanistan) and Ariana Afghan Airlines deployed the type in mountainous terrain. Lionair (Sri Lanka) also operated the An‑24RV.
• Africa: Several African carriers used the An‑24 for regional and domestic transport. United Arab Airlines (the predecessor of EgyptAir) flew An‑24s on routes such as Cairo to Alexandria and Cairo to Luxor as early as the late 1960s. Air Guinée, Equatorial Express Airlines, Lina Congo, Pan African Air Services and Daallo Airlines (Somalia) also operated the type. An-24RV airframes were additionally used by the United Nations for humanitarian charter flights across the continent, particularly in conflict zones in Central and East Africa, from the mid 2000s through 2012.

Typical Seating Configurations on the Antonov An-24RV

The cabin of the Antonov An-24RV is arranged in a 2+2 abreast layout across a fuselage roughly 2.76 m wide and 1.91 m high. Standard configurations seat between 44 and 52 passengers in a single economy class, depending on the operator and the proportion of space allocated to a forward cargo compartment. The type was never offered in a true multi class layout. According to Airliners.net, the An‑24 family provides seating for up to 50 passengers at four abreast, with a maximum payload of 5,500 kg. Most regional airlines configured the cabin with 48 seats in a dense economy arrangement, while a few operators, such as Motor Sich Airlines, flew a 46 seat layout. The An-24RV was also built in a salon VIP configuration used for government or executive transport, with reduced seating and enhanced cabin furnishings. Because the aircraft serves utilitarian regional roles, amenities are minimal: overhead bins are small, galleys are absent or extremely compact, and seat pitch is tight by modern standards. For operators of the An‑24 family, cabin reconfiguration options have always been limited by the narrow fuselage and the structural placement of the forward cargo hold.

The Antonov An-24RV belongs to a family of twin turboprop regional airliners produced from 1962 to 1978, with over 1,100 units built across all variants. Featuring the RU19A 300 auxiliary turbojet in the right engine nacelle, the An-24RV gradually replaced the earlier An-24B on the production line and became one of the most widely operated sub variants, particularly in the Soviet Union and successor states. As of 2023, roughly 93 An-24s of various marks remained in service worldwide, predominantly in the Commonwealth of Independent States (CIS) and Africa, where the type continues to fly remote regional routes with limited infrastructure. Over more than six decades of commercial and military operations, the Aviation Safety Network records 218 occurrences involving the An-24 family, of which 175 resulted in hull losses and more than 2,100 fatalities in total. That figure must be read in context: the type has accumulated millions of flight hours across harsh environments, often on unprepared runways and in extreme weather, with maintenance standards that have varied significantly between operators and eras. Investigations consistently identify human factors, adverse weather, and operator level shortcomings rather than fundamental airframe design flaws as the dominant causes.

Notable Accidents and Incidents Involving the Antonov An-24RV

Katekavia Flight 9357 (August 2010, Igarka, Russia) — An Antonov An-24RV on a domestic flight from Krasnoyarsk to Igarka crashed approximately 477 metres short of the runway during a night approach in fog. Twelve of the fifteen people on board lost their lives. The investigation concluded that the crew attempted an approach below the approved weather minima for the airfield and aircraft, and failed to execute a timely missed approach. This accident prompted the Russian Federal Air Transport Agency to launch a broader audit of Katekavia’s operational practices, ultimately contributing to tighter oversight of regional carriers operating aging turboprops in Siberia.

Angara Airlines Flight 9007 (July 2011, Ob River, Russia) — An Antonov An-24RV (RA 47302), manufactured in 1975 with over 48,000 flight hours, suffered an in flight engine fire on a Tomsk to Surgut service. The crew elected to ditch in the Ob River after smoke filled the cockpit. Seven of the 37 people on board were killed. The Interstate Aviation Committee (MAK) attributed the fire to a fractured centrifugal breather that released an air fuel emulsion into the engine compartment, combined with a delayed crew response in shutting down the affected engine. In the aftermath, then Prime Minister Dmitry Medvedev proposed accelerated decommissioning of An-24 aircraft, leading the Transportation Ministry to restrict the type from scheduled passenger services in Russia. Authorities also mandated the installation of ground proximity warning systems (GPWS) and traffic collision avoidance systems (TCAS) on remaining Soviet era regional aircraft.

South Airlines Flight 8971 (February 2013, Donetsk, Ukraine) — An Antonov An-24RV on a charter flight from Odessa carrying 52 occupants crashed during a night approach to Donetsk International Airport in dense fog. The aircraft banked sharply at a critically low approach speed, stalled, and struck the ground beside the runway. Five passengers were killed. Investigators determined that the crew continued the approach below published visibility minima without establishing visual contact, and that the captain lacked the required instructor support for the conditions. Ukraine’s aviation authority subsequently revoked South Airlines’ operating licence.

Angara Airlines Flight 2311 (July 2025, Tynda, Russia) — A 49 year old Antonov An-24RV (RA 47315) crashed into a forested hillside approximately 16 kilometres from Tynda Airport during its second landing attempt in marginal weather. All 48 occupants were killed. Preliminary findings indicated an altimeter pressure reference error, and the Federal Air Transport Agency classified the event as controlled flight into terrain (CFIT). An inspection of the operator one month before the crash had uncovered safety violations, including maintenance performed by off duty personnel, resulting in the grounding of eight aircraft. The accident intensified the debate over extending the service life of Soviet era regional types amid Western sanctions that restrict access to modern replacement aircraft and spare parts.

How Safe Is the Antonov An-24RV Today?

Evaluating the safety of the Antonov An-24RV requires separating the aircraft’s inherent design characteristics from the operational environment in which it flies. The An-24 was designed for rugged, short field operations: the high wing layout shields propellers and engines from debris, the airframe is structurally robust, and the auxiliary booster jet on the RV variant improves takeoff performance at high altitude and hot temperature airstrips. Those traits made it uniquely capable for the conditions it served. However, the overwhelming majority of recorded accidents trace back to crew decision making in adverse weather, approaches below published minima, inadequate crew resource management (CRM), and maintenance deficiencies at the operator level rather than to any systemic structural or aerodynamic weakness.

Across the global aviation industry, accident rates have fallen steadily. According to the IATA Annual Safety Report, the all accident rate for commercial aviation dropped from 3.72 per million sectors in 2005 to 1.13 in 2024, reflecting advances in safety management, pilot training, and regulatory oversight. Operators of the An-24RV that align with modern standard operating procedures (SOPs), invest in recurrent crew training, and comply with airworthiness directives can significantly reduce risk. Conversely, circumstances where regulatory oversight is limited, maintenance funding is constrained, or aircraft service life is extended beyond norms common in Western jurisdictions tend to produce higher incident rates for any legacy type, not only the An-24.

For aspiring aviators seeking to understand the training standards that help prevent the types of errors described above, resources such as the price of becoming a pilot outline the investment and discipline involved in professional flight training. Regardless of aircraft type, structured training programmes emphasising CRM, threat and error management, and adherence to SOPs remain the most effective defence against incidents. Commercial aviation, taken as a whole, continues to be one of the safest modes of long distance transport, and every accident investigation contributes lessons that make the entire system safer over time.