{"id":21462924,"date":"2026-09-10T10:58:58","date_gmt":"2026-09-10T08:58:58","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/antonov-an-71-madcap-awacs-fin-mounted-radar\/"},"modified":"2026-09-10T10:59:32","modified_gmt":"2026-09-10T08:59:32","slug":"antonov-an-71-madcap-awacs-fin-mounted-radar","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/es\/antonov-an-71-madcap-awacs-fin-mounted-radar\/","title":{"rendered":"Antonov An-71 Madcap: The AWACS With Its Radar on the Fin"},"content":{"rendered":"\r\n<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Every airborne early warning aircraft in the world looks broadly the same: a transport or an airliner with an enormous rotating dish balanced on struts above the fuselage. The Hawkeye does it. The Sentry does it. Even GlobalEye, which uses a fixed array rather than a spinning dish, puts it on top of the fuselage.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The Antonov An-71 put the dish on the tail fin. Not near it, not beside it: bolted to the top of a vertical fin that had been swept forward specifically so it could hold a radar.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">NATO called it Madcap. Three were built. It is one of the strangest-looking aeroplanes of the Cold War, and every element of that shape is the logical answer to a problem the designers were handed.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f5f5f5;padding:20px 24px;margin:26px 0\"><p style=\"margin:0 0 12px;font-weight:700;font-size:17px;color:#0d1117\">Quick Facts<\/p><table style=\"width:100%;border-collapse:collapse;font-size:15px;line-height:1.6\"><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Aircraft<\/strong><\/td><td style=\"padding:5px 0;color:#333\">Antonov An-71, NATO reporting name Madcap<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Role<\/strong><\/td><td style=\"padding:5px 0;color:#333\">Tactical airborne early warning and control<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Developed from<\/strong><\/td><td style=\"padding:5px 0;color:#333\">Antonov An-72 transport<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Development began<\/strong><\/td><td style=\"padding:5px 0;color:#333\">1982<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>First flight<\/strong><\/td><td style=\"padding:5px 0;color:#333\">12 July 1985, flown by Alexander Tkachenko<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Built<\/strong><\/td><td style=\"padding:5px 0;color:#333\">Three prototypes<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Crew<\/strong><\/td><td style=\"padding:5px 0;color:#333\">Six mission operators plus flight crew<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Radar<\/strong><\/td><td style=\"padding:5px 0;color:#333\">Vega-M Kvant, reportedly tracking up to 120 targets with a range around 200 km against a 2 m&sup2; target<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Engines<\/strong><\/td><td style=\"padding:5px 0;color:#333\">Two Progress D-436K turbofans<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Maximum speed<\/strong><\/td><td style=\"padding:5px 0;color:#333\">650 km\/h (400 mph)<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Service ceiling<\/strong><\/td><td style=\"padding:5px 0;color:#333\">10,800 m (35,400 ft)<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;white-space:nowrap\"><strong>Fate<\/strong><\/td><td style=\"padding:5px 0;color:#333\">Cancelled with the collapse of the Soviet Union; one preserved at the Ukraine State Aviation Museum, Kyiv<\/td><\/tr><\/table><\/div>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Why the Soviet Union needed a second AWACS<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The reason the An-71 exists at all is bureaucratic rather than technical, and it is the sort of thing that only happens in very large military organisations.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Soviet air power was split. Frontal Aviation flew tactical fighters and attack aircraft supporting field armies. The PVO, the Air Defence Forces, was a separate service entirely, responsible for defending Soviet territory, and it was not part of the air force. Because it had a continent to watch, the PVO got the big radar aircraft: first the Tupolev Tu-126, then the Beriev A-50 that Russia still flies.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Frontal Aviation had none. It watched the PVO field the A-50 and decided it wanted its own, smaller, tactical version. Whether that was a genuine requirement or an interservice land grab is not documented, and reasonable people have suspected both.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;Never let it be said that the folks who issue NATO designations don&rsquo;t, on occasion, have a sense of humour.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Ed Nash<\/strong> &mdash; Aviation writer, Military Matters, on the An-71<\/div><\/div><\/div>\r\n\r\n<p class=\"wp-block-paragraph\">Work began in 1982. The airframe chosen was the An-72, then in advanced development, and that choice is where the aeroplane's appearance comes from.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/antonov-an-72-coaler-over-wing-engines.jpg\" alt=\"An Antonov An-72 transport showing its distinctive over-wing engine installation\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The An-72, the transport the An-71 was built from. Note where the engines are. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The engines were in the way<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The An-72 mounts its two turbofans above the wing rather than under it. That is deliberate and clever. It keeps the intakes away from stones and debris on the rough airstrips the aircraft was designed for, and it lets the exhaust blow across the upper wing surface, using the Coand&#259; effect to increase lift and shorten the take-off run dramatically.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">It also puts two jet efflux streams exactly where an AWACS rotodome wants to be.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">A dish on pylons above the mid-fuselage of an An-72 would sit in hot, turbulent exhaust, with the engine nacelles and pylons blocking the beam at precisely the angles you most want to see. You would have an early warning aircraft with blind spots pointing forwards.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">So the designers moved the radar as far aft and as high as they could get it. The rear fuselage was completely redesigned. The vertical fin was rebuilt as a broad-chord, forward-swept structure strong enough to carry a rotodome at its tip, which put the antenna above and behind everything else on the aircraft with a clean view all round.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/antonov-an-71-madcap-fin-mounted-rotodome.jpg\" alt=\"The forward-swept vertical fin of the Antonov An-71 carrying its rotodome\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The answer: sweep the fin forward and put the dish on top of it. The structure is the tail and the radar mount at the same time. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Forward sweep on a fin is unusual but not arbitrary. Sweeping it forward moves the mass of the rotodome ahead of where a conventional swept fin would put it, which keeps the centre of gravity manageable and shortens the structural load path. It is an ugly solution that is doing several jobs at once, which is generally the definition of good engineering.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/g7sCAClS9Qk\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n<h2 style=\"padding-top:22px\">Inside, and what it could do<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The An-72's cargo hold became the mission compartment, with six operator stations. The radar was the Vega-M Kvant, reportedly capable of tracking up to 120 targets simultaneously with a detection range in the region of 200 kilometres against a target with a two square metre radar cross-section.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Those are respectable numbers for a tactical aircraft of the mid-1980s, and the concept was sound: a short-field-capable radar aircraft that could operate from the same rough forward strips as the fighters it was directing, rather than from a long runway hundreds of kilometres to the rear.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">The first aircraft flew on 12 July 1985, with Alexander Tkachenko at the controls. A second joined the programme the following year, and testing of the radar and electronic systems began in May 1986.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/gwLMA3_U4QU\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n<h2 style=\"padding-top:22px\">The radar never worked properly<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Details of what went wrong are thin, and Soviet development programmes did not generate public post-mortems. What is consistently reported is that the Kvant radar's problems could not be resolved, and that development dragged on for years while engineers worked at them.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">This is not surprising. The hard part of an AWACS has never been the aeroplane. It is the radar's ability to pick a low-flying aircraft out of the enormous return coming back off the ground beneath it, and then to keep track of it while the antenna, the target and the clutter are all moving. The Soviet electronics industry was not where it needed to be for that, and the An-71's tactical role over land was the hardest version of the problem.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Then the Soviet Union dissolved, and the programme dissolved with it. Antonov was in Kyiv; the customer had ceased to exist.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;Following the Madcap&rsquo;s first flight, development of the aircraft never went beyond that of a prototype. The fall of the Soviet Union ultimately led to the cancellation of the project.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Vintage Aviation News<\/strong> &mdash; On the fate of the programme<\/div><\/div><\/div>\r\n\r\n<h2 style=\"padding-top:22px\">The carrier myth<\/h2>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">You will read in a great many places that the An-71 was built as a carrier-borne AWACS for the Soviet Navy. It was not, and the error is old enough to have its own history.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">Western analysts saw a small, short-field radar aircraft appear at the same moment the Soviet Union was building its first proper aircraft carriers, and drew the obvious conclusion. The obvious conclusion was wrong. The An-71 was a Frontal Aviation aircraft designed to work overland with tactical fighters.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">There was a naval derivative, briefly. The An-75 was proposed for the carriers under construction, with the engines moved beneath the wing rather than above it and a long list of other structural changes. Soviet Naval Aviation worked out that so little would be left of the original design that it was not worth doing, cancelled it, and went looking for a purpose-built aircraft instead.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/antonov-an-71-madcap-ukraine-state-aviation-museum.jpg\" alt=\"An Antonov An-71 Madcap preserved at the Ukraine State Aviation Museum in Kyiv\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">An-71 at the Ukraine State Aviation Museum in Kyiv, where one airframe was transferred for restoration in 2010. Photo: Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n<p class=\"wp-block-paragraph\">One An-71 survives on display in Kyiv, sitting on its nosewheel with that improbable fin above it, looking like an aircraft designed by somebody who had heard an AWACS described but never seen one.<\/p>\r\n\r\n\r\n\r\n<p class=\"wp-block-paragraph\">It was not madness. It was what you get when you take a very good short-field transport, hand it an incompatible payload, and refuse to start again.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/36wds7xE7ns\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>Why did the Antonov An-71 have its radar on the tail fin?<\/summary><div class=\"a\">Because the An-72 airframe it was based on carries its engines above the wing. A conventional rotodome mounted on pylons above the fuselage would have sat in hot engine exhaust and been masked by the nacelles and pylons, creating blind spots. Antonov instead rebuilt the rear fuselage and swept the vertical fin forward so that the rotodome could be carried at its tip, clear of everything.<\/div><\/details><details><summary>Was the An-71 Madcap designed for aircraft carriers?<\/summary><div class=\"a\">No. This is a persistent misconception. The An-71 was designed for Soviet Frontal Aviation to support tactical fighters over land. A separate naval derivative, the An-75, was proposed for Soviet carriers, but it required so much redesign, including moving the engines below the wing, that Soviet Naval Aviation cancelled it and sought a purpose-built aircraft instead.<\/div><\/details><details><summary>How many An-71s were built?<\/summary><div class=\"a\">Three prototypes. The first flew on 12 July 1985, flown by Alexander Tkachenko, and a second joined the test programme the following year. The type never entered production. One airframe was transferred to the Ukraine State Aviation Museum in Kyiv in 2010 for restoration and display.<\/div><\/details><details><summary>Why did the An-71 programme fail?<\/summary><div class=\"a\">Two reasons. The Vega-M Kvant radar had persistent problems that were never resolved, and detecting low-flying aircraft against ground clutter is the single hardest task in airborne early warning. Development dragged on for years, and then the collapse of the Soviet Union removed the customer entirely.<\/div><\/details><details><summary>Why did the Soviet Union need the An-71 when it already had the A-50?<\/summary><div class=\"a\">Because the A-50 belonged to a different service. The Beriev A-50, like the Tupolev Tu-126 before it, served with the PVO Air Defence Forces, which was separate from the Soviet Air Force. Frontal Aviation, which flew tactical fighters and attack aircraft, had no radar aircraft of its own and wanted a smaller, tactical one that could operate from forward airfields.<\/div><\/details><details><summary>What radar did the An-71 carry?<\/summary><div class=\"a\">The Vega-M Kvant, reportedly able to track up to 120 targets simultaneously with a detection range in the region of 200 km against a target with a two square metre radar cross-section. Six mission operators worked in what had been the An-72&rsquo;s cargo hold.<\/div><\/details><details><summary>Does any An-71 still exist?<\/summary><div class=\"a\">Yes. At least one of the three airframes survives on public display at the Ukraine State Aviation Museum in Kyiv, where it was transferred in 2010. The fate of the third aircraft is not clearly documented.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"Why did the Antonov An-71 have its radar on the tail fin?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Because the An-72 airframe it was based on carries its engines above the wing. A conventional rotodome mounted on pylons above the fuselage would have sat in hot engine exhaust and been masked by the nacelles and pylons, creating blind spots. Antonov instead rebuilt the rear fuselage and swept the vertical fin forward so that the rotodome could be carried at its tip, clear of everything.\"}},{\"@type\":\"Question\",\"name\":\"Was the An-71 Madcap designed for aircraft carriers?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No. This is a persistent misconception. The An-71 was designed for Soviet Frontal Aviation to support tactical fighters over land. A separate naval derivative, the An-75, was proposed for Soviet carriers, but it required so much redesign, including moving the engines below the wing, that Soviet Naval Aviation cancelled it and sought a purpose-built aircraft instead.\"}},{\"@type\":\"Question\",\"name\":\"How many An-71s were built?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Three prototypes. The first flew on 12 July 1985, flown by Alexander Tkachenko, and a second joined the test programme the following year. The type never entered production. One airframe was transferred to the Ukraine State Aviation Museum in Kyiv in 2010 for restoration and display.\"}},{\"@type\":\"Question\",\"name\":\"Why did the An-71 programme fail?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Two reasons. The Vega-M Kvant radar had persistent problems that were never resolved, and detecting low-flying aircraft against ground clutter is the single hardest task in airborne early warning. Development dragged on for years, and then the collapse of the Soviet Union removed the customer entirely.\"}},{\"@type\":\"Question\",\"name\":\"Why did the Soviet Union need the An-71 when it already had the A-50?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Because the A-50 belonged to a different service. The Beriev A-50, like the Tupolev Tu-126 before it, served with the PVO Air Defence Forces, which was separate from the Soviet Air Force. Frontal Aviation, which flew tactical fighters and attack aircraft, had no radar aircraft of its own and wanted a smaller, tactical one that could operate from forward airfields.\"}},{\"@type\":\"Question\",\"name\":\"What radar did the An-71 carry?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The Vega-M Kvant, reportedly able to track up to 120 targets simultaneously with a detection range in the region of 200 km against a target with a two square metre radar cross-section. Six mission operators worked in what had been the An-72\u2019s cargo hold.\"}},{\"@type\":\"Question\",\"name\":\"Does any An-71 still exist?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Yes. At least one of the three airframes survives on public display at the Ukraine State Aviation Museum in Kyiv, where it was transferred in 2010. The fate of the third aircraft is not clearly documented.\"}}]}<\/script><p class=\"wp-block-paragraph\"><em>Sources: Yefim Gordon and Dmitriy Komissarov, <em>Soviet\/Russian AWACS Aircraft<\/em> (Red Star Vol. 23); Military Matters; Vintage Aviation News; Ukraine State Aviation Museum.<\/em><\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/netherlands-saab-globaleye-letter-of-intent-2026\/\">Netherlands Signs for One Saab GlobalEye, Shared With Sweden<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/nato-saab-globaleye-replace-e-3-awacs-2026\/\">NATO&rsquo;s Next Radar Jet Is Swedish<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/japan-xec-2-platypus-stand-off-jammer-operational-testing-2026\/\">The Transport That Became a Jammer<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>Every other AWACS puts the dish above the fuselage. The An-71 swept its tail fin forward and bolted the radar to the top of it. Here is why.<\/p>","protected":false},"author":27,"featured_media":21462596,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[666,664],"tags":[],"class_list":["post-21462924","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-history-and-legends","category-military-aviation"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Antonov An-71 Madcap: The AWACS With Its Radar on the Fin | MiGFlug<\/title>\n<meta name=\"description\" content=\"The Antonov An-71 Madcap put its rotodome on a forward-swept tail fin. 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