Replacing the DC3/C47/Li2 cargo planes proved nearly impossible. They were cheap and numerous and there were many pilots and mechanics who could operate them. Some are still in use but perhaps the best attempt at a military replacement was the Soviet Antonov 8. So slip on your smoking jacket, fill your pipe, take your first sip of your adult beverage, and sit back in your most comfortable chair. Welcome to todays offering from The Philatelist.
Uzbekistan is a former Soviet republic in central Asia. The last Soviet premier Islam Karimov was the countries first President until his death in 2016. Given this, despite being an officially Muslim country, heck the Presidents first name is Islam, even if there were rumors that he was really Jewish. Uzbekistan might have more than its share of Soviet nostalgia. Well why not, especially when it comes to a neat old airplane like the Antonov 8. The plane does have a surprise Uzbek connection, having been built at the Antonov factory in Tashkent between 1958-1961.
The stamp today is issue A22, a 10 Sum stamp issued by the Republic of Uzbekistan on October 10th, 1995. It was part of a 7 stamp issue that displayed Soviet cargo planes, in this case the Antonov 8. There was also a higher denomination souvenir sheet that displayed the Ilyushin 114 aircraft. According to the Scott catalog, the stamp is worth $2 whether mint or cancelled to order like this one.
The C47 was made in larger numbers than any other cargo plane in history. They were produced in the Soviet Union as the Li-2. Even on the Axis side, the Japanese had a prewar early version in production. The only close competitor was the German Junkers 52 that was smaller and slower despite it’s third engine. After the war, by the 50s thoughts occurred as to how to replace it. A military cargo plane purposely built as such would contain a central load door so small vehicles could be driven aboard and be able to take off from shorter fields. The C47, and the Ju 52 could not do this as they were converted airliners.
The first attempts at this in west were compromised designs. The French Nord Nordatlas and the American C123 Provider had the cargo door, but both had to resort to auxiliary small jet engines to get them off the ground from a short field. This added complexity and shortened the range of the airplanes.
The Soviets tried a different approach. They had a new in 1956 turboprop engine that could get the twin engine Antonov 8 Camp off in a shorter roll and with a longer range. A turboprop engine still has a propeller but the prop powers a turbine rather than a radial engine. The advantage in mainly in terms of efficiency instead of speed but was an added cost. 150 An 8s were made and all were initially in Soviet military service. Larger 4 engine turboprops like the American C130 Hercules and the Soviet Antonov 12 Cub proved more useful still and became the worldwide standard even today.
In the 1970s, the Antonov 8s were transferred to Aeroflot to be used as freighters. By the 90s they were retired in Russia with Antonov withdrawing certificates of airworthiness and service support for the aircraft. That does not mean the old airplanes were done. Many came under the control of Russian arms dealer Viktor Bout who used them to ferry illicit arms around Africa. Bout was jailed in the USA in 2011 after being caught in Thailand trying to sell arms to American agents posing as members of the Columbian FARC organization. The trail goes cold from there as to what happened to his planes but if wouldn’t be shocking if a few Antonov 8s were still in use in Africa. Bout must have some pull. He is still in jail but his appeals are being handled by former American Attorney General John Ashcroft.
Well my drink is empty and I will pour another to toast Antonov 8 designer A Y Belolipetsky. I bet he would have never imagined how long a life some of his designs had. Come again tomorrow for another story that can be learned from stamp collecting.