the An-24FK (NATO: "Clank") was not a VTOL project at all, it was only an aerial photography version of the Antonov An-24 produced by Beriev and first flown 21 April 1967.
It was then produced by Beriev as the An-30, so I believe your picture is incorrectly labeled and depicts some other project (unless the designation was used twice, but I have not seen this mentioned before).
The Be-32P was a 1966 passenger transport version of the first Be-32 project.
The Beriev Be-32 STOL/VTOL military transport project series - Part 1
Between 1965 and 1970, OKB Beriev developed a series of STOL and S/VTOL military transport projects of different types and configurations, which shared the designation Be-32 (which was later applied to the improved version of the twin-engine turboprop regional transport Be-30 “Cuff”).
Below is a brief description of those projects.
S/VTOL transport Beriev Be-32 with 2 cruise turbojets and 12 lift engines (1965)
This aircraft with high-set wings without sweep and a T-tail was propelled in cruise by two turbojet engines located in separate nacelles under the wings and 12 lift engines grouped in two special fairings under the outher wings.
Source: “Unflown Wings” Soviet and Russian Unrealised Aircraft Projects 1925-2010, by Yefim Gordon & Sergei Komissarov.
On this transport the aircraft had two sets of wings installed in tandem.
At the tips of the 4 semi-wings there were an equal number of rotors whose nacelles could rotate 90° for takeoff like a helicopter and horizontal flight like a conventional aircraft.
The rotors were driven by four other turboshaft engines, two of them in the front wing roots and the other two in the rear fuselage near the rear wings. Torque was transmitted from the motors to the rotors through a driving shaft.
Source: “Unflown Wings” Soviet and Russian Unrealised Aircraft Projects 1925-2010, by Yefim Gordon & Sergei Komissarov.
This had a high-set wing, 4 turboprops of 1,700 hp and a double tail boom.
The fuselage, with a “beaver tail” at the rear, was equipped with divided clamshell doors, with the lower door acting as a ramp for the entry and exit of cargo.
Source:
“Unflown Wings” Soviet and Russian Unrealised Aircraft Projects 1925-2010, by Yefim Gordon & Sergei Komissarov.
The design features included a maximum takeoff weight of 27,500 kg for vertical takeoff and 29,000 kg for STOL takeoff, a maximum payload of 5,000 kg, a cruising speed of 670 - 685 km/h, and the maximum range was 210 kilometers. with maximum load for vertical takeoff and 640 kilometers for STOL takeoff
The concept continued to develop in the following years, in 1969 the B-32 was to carry two Lotarev D-36 cruise turbofan engines of 6,500 kg of thrust supplemented by ten Kolesov RD-36-65 or 16 RD-36-35FVR lift jet engine with 2,900 kg of thrust. A later variant reduced the lift engines to only six or eight examples. The last version of the Be-32 appeared in 1970, it was similar to the 1969 version in the number and arrangement of the cruise and lift engines, with the only difference being that it was equipped with a variable incidence wing (like that of the Vought F -8 Crusader).
Finally, the Be-32 did not advance beyond the year 1970 because it was considered more convenient to follow the line of development of a transport aircraft equipped with the “Coanda Effect” to obtain STOL benefits, which led to the development and entry into service of the Antonov. An-72 “Coaler”
Source:
“Unflown Wings” Soviet and Russian Unrealised Aircraft Projects 1925-2010, by Yefim Gordon & Sergei Komissarov.
The design features included a maximum takeoff weight of 27,500 kg for vertical takeoff and 29,000 kg for STOL takeoff, a maximum payload of 5,000 kg, a cruising speed of 670 - 685 km/h, and the maximum range was 210 kilometers. with maximum load for vertical takeoff and 640 kilometers for STOL takeoff
The concept continued to develop in the following years, in 1969 the B-32 was to carry two Lotarev D-36 cruise turbofan engines of 6,500 kg of thrust supplemented by ten Kolesov RD-36-65 or 16 RD-36-35FVR lift jet engine with 2,900 kg of thrust. A later variant reduced the lift engines to only six or eight examples. The last version of the Be-32 appeared in 1970, it was similar to the 1969 version in the number and arrangement of the cruise and lift engines, with the only difference being that it was equipped with a variable incidence wing (like that of the Vought F -8 Crusader).
Finally, the Be-32 did not advance beyond the year 1970 because it was considered more convenient to follow the line of development of a transport aircraft equipped with the “Coanda Effect” to obtain STOL benefits, which led to the development and entry into service of the Antonov. An-72 “Coaler”
Source:
“Unflown Wings” Soviet and Russian Unrealised Aircraft Projects 1925-2010, by Yefim Gordon & Sergei Komissarov.
S/VTOL transport Beriev Be-32 with 4 turbojets for cruising flight and 8 lift engines (1967 and 1968)
This was an improved version of the one presented in 1965. Four jet engines placed in pairs in underwing nacelles in a horizontal position provided a thrust of 3,000 kg. each for the cruise flight. The eight lift engines, with a thrust of 4,000 kg each, were placed four by one in special fairings in the wing roots.
The wing was set high without a sweep and the tail surfaces were provided with a slight sweep. The rear fuselage had a loading door and a ramp to lift vehicles into the cargo bay.
In level cruising flight the transport was controlled by conventional aerodynamic surfaces, while in hover and transition flight the control was carried out by rapid discharge jet valves.
The maximum weight of this variant was around 33,000 kg, the payload was around 5,000 kg. The design cruising speed was 700 km/h and the range with maximum load was around 800 kilometers.
Source: “Unflown Wings” Soviet and Russian Unrealised Aircraft Projects 1925-2010, by Yefim Gordon & Sergei Komissarov.
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