Russia tests modernized An-2 biplane with ski landing gear for Arctic patrol operations.

Russia completed demonstration flights of a modernized An-2, a biplane in service since 1947, equipped with ski landing gear, for Arctic operations such as northern patrol, medical evacuation, and winter logistics missions.

On February 8, 2026, the Russian company Aviation Repair Enterprise Motor, located in Omsk, completed demonstration flights of a modernized An-2 biplane equipped with ski landing gear. The trials evaluated takeoff and landing performance on deep snow under Arctic operating conditions, for missions such as northern patrol, medical evacuation, and winter logistics missions. The modernization includes wing modifications, reinforced landing gear, and updated onboard systems to extend service life pending the new LMS-901 Baikal aircraft.
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The upgraded An-2 was tested on snow-covered surfaces to validate wing modifications, reinforced landing gear, and updated onboard systems, and extend the service life of the An-2 pending new aircraft programs. (Picture source: Aviation Repair Enterprise Motor)

The aircraft used in the trials is an upgraded An-2 fitted with a ski landing gear in place of the traditional wheeled undercarriage to allow operations on snow-covered and unprepared winter airstrips where wheel performance is limited. During the Omsk evaluation, the aircraft performed takeoff and landing maneuvers on deep snow to verify ground handling, controllability, and structural response. As part of the modernization, Russian engineers lengthened the upper wing and improved the landing gear structure, in addition to the integration of updated onboard equipment. The combination of wing modification and revised undercarriage geometry is intended to enhance the An-2's low-speed handling and surface compatibility in harsh climates. The project is implemented together with the regional branch of the Union of Machine Builders of Russia, and Yuri Petrov, head of Motor and an honorary polar explorer, was recently appointed head of the aviation support sector of the Northern Sea Route Association, linking the aircraft program to aviation support of the Northern Sea Route.

The Antonov An-2 was developed immediately after the Second World War in response to a requirement issued by the Soviet Ministry of Forestry for a new agricultural and utility aircraft capable of replacing the Polikarpov Po-2. On March 6, 1946, the Antonov Design Bureau (OKB-153) was established in Novosibirsk under the leadership of Oleg Antonov, and its first assignment was the agricultural aircraft initially designated SKh-1. The prototype flew on August 31, 1947, from Yeltsovka airfield, and state trials were conducted between December 1947 and March 1948. On August 23, 1948, the aircraft was approved for operation under the designation An-2 and entered serial production in 1949. Production was carried out in Kyiv from 1949, in Poland at WSK PZL-Mielec from 1960 to 2002 with 11,915 aircraft built there, and in China under the Y-5 designation beginning in the 1950s. Total output exceeded 18,000 aircraft between 1947 and 2002, making it one of the longest continuously produced aircraft types in aviation history.

For the An-2, Oleg Antonov’s design choices were shaped by the requirement for an aircraft able to operate from short, unprepared airstrips in remote regions with minimal infrastructure. He selected a braced biplane configuration to provide high lift at low speeds, structural simplicity, and robust field maintainability rather than aerodynamic efficiency at high speed. The use of automatic leading-edge slats and large flaperons was intended to prevent stalling and ensure controllable flight at very low airspeeds. The An-2's airframe was designed with simple mechanical systems and minimal dependence on ground support equipment to enable operation in remote areas. The aircraft’s structure allowed repeated operations from rough terrain and snow-covered surfaces, supporting agricultural, forestry, and remote transport roles. Antonov emphasized reliability, ease of maintenance, and short takeoff and landing performance across varied climatic zones, including Siberia, Central Asia, and Arctic regions.

In its standard configuration, the An-2 is a single-engine, strut-braced, all-metal biplane with fabric-covered control surfaces and fixed landing gear. It is powered by a Shvetsov ASh-62IR, a nine-cylinder air-cooled radial engine rated at 750 kW (1,010 horsepower) driving a four-bladed, constant-speed propeller. The wing system incorporates automatic leading-edge slats that deploy at low airspeeds and large flaperons to enhance lift and control authority. The airframe features a spacious cabin that can be configured for up to 12 passengers, approximately 2,140 kilograms of cargo, or specialized equipment such as agricultural hoppers or medical stretchers. Variants have included floatplane versions, ski-equipped aircraft, crop sprayers, firefighting models, and high altitude meteorological platforms.

The An-2 has been widely employed in military roles since the early 1950s in roles including transport, airborne training, reconnaissance, and supply missions. For instance, Soviet Airborne Troops operated dedicated squadrons equipped with An-2s for parachute training and logistical support. The An-2 was employed during the Korean War and by the Vietnam People’s Air Force during the Vietnam War, where it was employed for transport and limited attack missions. In more recent decades, An-2 aircraft have been observed in service with forces in Eastern Europe, the Caucasus, and East Asia, including North Korea. In 2024, Russian airborne conscripts conducted parachute training from an An-2 at an altitude of 1,000 meters and approximately 160 km/h using D-10 main parachutes and Z-5 reserve parachutes. The aircraft’s ability to operate from improvised strips has also supported supply missions to isolated garrisons and border regions.

The Antonov An-2 has a length of 12.4 meters, an upper wingspan of 18.2 meters, a lower wingspan of 14.2 meters, and a total wing area of 71.52 square meters. Maximum takeoff weight ranges from 5,440 to 5,500 kilograms, depending on configuration, with an empty weight of approximately 3,300 kilograms. It can carry up to 2,140 kilograms of payload or up to 12 passengers, and its fuel capacity is 1,200 liters. Maximum speed is 258 km per hour, cruising speed is 190 km per hour, service ceiling is 4,500 meters, and range is approximately 845 kilometers. The takeoff run is 235 meters, and the landing roll is 225 meters under standard conditions, while stall speed is close to 50 km per hour due to the automatic slat system and high lift wing design.

In February 2025, Russia announced plans to restart production of the TVD-10 turboprop engine, originally developed in 1965 by the Omsk Engine Design Bureau, to support modernization and re-engining of An-2 aircraft. The TVD-10B variant delivers 1,025 horsepower, has a dry weight of 230 kilograms, a service life of 10,000 hours, an inter-repair interval of 2,000 hours, and a time between overhauls of 1,500 hours. Production of the engine is planned to be reestablished in Omsk. The decision follows delays in certification of the VK-800 engine intended for the LMS-901 Baikal light multipurpose aircraft, whose projected unit cost increased from 120 million rubles to 445 million rubles. Serial production of the VK-800 is expected to begin in 2026. In this context, re-engining and modernization of existing An-2 aircraft provide continuity of light utility aviation capability pending the introduction of replacement aircraft.

Written by Jérôme Brahy

Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.