Antonov AN-32P Firekiller

Antonov AN-32P
Antonov AN-32P. Photo by Vladimir Kalinin.

This is an air tanker that we were not familiar with until today. The Antonov AN-32P Firekiller air tanker received its type certificate in 1995. It is a variant of the AN-32 which was first produced in 1976. According to Antonov, a state-owned company in Ukraine, it can carry 8 tons which translates to about 2,000 gallons.

Antonov An-32P Firekiller emergency jettison training
Antonov An-32P Firekiller, emergency jettison training. Photo by Oleg Belyakov.

Below is an excerpt from the Antonov website:

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“This aircraft was developed on the basis of the AN-32 commercially produced transport and it is capable to perform the following missions for the forests conservation and protection: extinguishing the forest fires with the special fire liquid; airdropping the smoke jumpers, their equipment, special aids, equipment and cargoes to the area of forest fire.

The design performance of the aircraft have been confirmed during more than 10 years of operation. After discharging 8 tons of fire extinguishing liquid from two groups of tanks of the aircraft, from the altitude of 40-50 m at a speed of 240 to 260 km/h, a water spot of 120-160 m long and 10-35 m wide with concentration of the liquid exceeding 1 liter per sq. m is formed on the ground. Discharging the fire agent may be done simultaneously (in a single discharge) or serially from two tanks of one board, than of the other board, with an automatic delay or with manual control.

Two airplanes were used to extinguish the high-elevated forest fire in the vicinity of Yalta (Ukraine). The experience of their application (about 100 flights over mountain terrains) showed a high efficiency of these aircraft.

Three aircraft AN-32P were sent to Portugal for the experimental operation. A high intensive work (each airplane used to perform up to 10 or even 12 flights daily) resulted in a total of 545 fire fighting flights. The performance and fire fighting effectiveness of the aircraft were highly appreciated by the specialists who participated in the test operation.

In absence of fires, the aircraft can be converted (within the airfield conditions) into a standard cargo variant for airlift.”

Antonov AN-32
Antonov AN-32

Typos, let us know, and please keep in mind the commenting ground rules before you post a comment.

7 thoughts on “Antonov AN-32P Firekiller”

  1. The multi role C-130 os doing a fine job especially with the Rads system.

    The Dash 8 Q400 seems to do a fine job as well for the french Securité Civile.

    One of the issues of any airplane is to fly enough so costs can be reduced.
    Cargo, disaster relief, etc can really help to put some hours every year.

    A specialized airplane (Cl-415 Scooper) is very nice but the costs are…way up there.

    It would be interesting to give a try to the Antonov 32.. a fair try. Before reaching any conclusion.
    I like the rustic and “lots of power part” of it.That suits the aerial fire fighting style.

  2. Anthony

    Sort of like the dual role of air attack and lead plane?

    Soviets have mastered that…..the dual role

    Here the dual role increases the work load of pilots in the environment they are operating through a little mission creep, if I say so, myself.

    Not to mention the ever increasing desire of finding new ways for H (hazard) pay taking the on board crew down below possible established ATGS role to now the role of going below 500 feet AGL or less……thus drawing H pay

    Hell, the pilot is lucky he even gets lunch dreamin about all those dual roles…..

    1. Sorry Leo, I’m not certain what you mean by dual-role increasing pilot workload. In the case of an ASM model: the ATS and ATP in the same plane at treetop level, the division of workload is far more efficient than in a single-pilot leadplane. And a good ATGS team up above makes it a slick operation. But we digress, the topic was about dual-role airtankers, and I personally think it’s not a super idea. Some may disagree, and that’s OK.

  3. It can carry 2000 tons? OK, that’s impressive, even if just a typo. Basically, it seems to be a “Convairski”. It carries a similar load at a similar MGTW at similar speeds. Granted, it’s spec data indicates it has decent density altitude capability, but in 2012, the CV580s were pulling full loads from Jeffco at 40C, so how much else could one reasonably expect?
    Let’s not forget that the AN-32 is itself a re-engined AN-26, which first flew in the late 1960s. Which again, is little different than the DC, MD, BAe and Lockheed products on offer in the US today.

  4. Hey, that’s awesome! The Russians are essentially in the same predicament as we are: their “Next-Gen” solution is to outfit a 40-yr old airplane with retardant tanks.

    As we’ve seen so many times, expecting the same airplane to fulfill two missions (product delivery and cargo hauling) simply results in neither mission getting done particularly well.

    1. This is a rather bold statement about the AN-32P:

      …results in neither mission getting done particularly well.

      Unless you are an expert with specific knowledge of the performance characteristics of the Ukrainian-made AN-32 and AN-32P.

      1. Bill, the comment was generalized reflection of the historical performance of dual-role aircraft employed within the aerial firefighting industry. My nearly thirty years of expertise within this industry has seen a steady parade of lofty claims being met with lacklustre actual performance. Is it outlandish to expect a repeat outcome? I’m willing to be pleasantly surprised if the AN-32P can do what the Q-400, cargo Electra and others could not: be a good airtanker AND a good passenger/cargo hauler. The weight penalties alone of a reinforced load-bearing floor will severely impact any airplane’s product hauling capacity, and I don’t have to be a Ukrainain Antonov expert to make that deduction.
        Now…if those external tanks hang off say, four bolts apiece and can be detached in about an hour, then we can revisit my “rather bold statement”.

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