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• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79T01049A002200070001-9
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 51
• Document Creation Date: December 12, 2016
• Document Release Date: February 4, 2002
• Sequence Number: 1
• Publication Date: March 1, 1961
• Content Type: REPORT

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SECRET
CIA INTERNAL USE ONLY
Economic Support Project
THE AIRCRAFT INDUSTRY
OF THE SINO-SOVIET BLOC
1960
CIA/RR EP 61-12
March 1961
WARNING
This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
N? 2
CIA INTERNAL USE ONLY
SECRET
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FOREWORD
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The primary purpose of this report is to bring up to date CIA/RR
ER 60- The Aircraft Industry of the USSR, 1954-59, may 1960, SECRET/
NOFORN and CIA/RR
ER 60-34, The Aircraft Industries of the European Satellites, 1954-65,
November 1960, SECRET NOFORN 25X1 C
- and to study production of aircraft in the Sino- ovie oc
during 1960. The annual rate of production is estimated for the in-
dustries of the Bloc as a whole as well as for individual plants.
Soviet expenditures for procurement of aircraft, including initial
spares, are estimated for 1955-60. The current status of the airframe
industries of the Bloc is reviewed, and major factors influencing the
development of these industries are discussed.
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CONTENTS
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page
I. Technological Level . . . . . . . . . . . . . . . . . . . 5
II. Production in the USSR, 1860 . . . . . . . . . . . . . . 6
A. Bombers . . . . . . . . . . . . . . . . . . . . . . . 6
B. Fighters . . . . . . . . . . . . . . . . . . . . . . 8
C. Transports . . . . . . . . . . . . . . . . . . . . . 9
1. Piston . . . . . . . . . . . . . . . . . . . . . 9
2. Turboprop . . . . . . . . . . . . . . . . . . . . 10
3. Turbojet . . . . . . . . . . . . . . . . . . . . 11
D. Helicopters, Trainers, and Reconnaissance Aircraft . 12
1. Helicopters . . . . . . . . . . . . . . . . . . . 12
2. Trainers . . . . . . . . . . . . . . . . . . . . 14
3. Reconnaissance Aircraft . . . . . . . . . . . . . 14
III. Expenditures for Procurement of Aircraft . . . . . . . . 14
IV. Production in the European Satellites, 1960 . . . . . . . 15
A. Czechoslovakia . . . . . . . . . . . . . . . . . . . 15
B. Poland . . . . . . . . . . . . . . . . . . . . . . . 16
C. East Germany . . . . . . . . . . . . . . . . . . 16
D. Other European Satellites . . . . . . . . . . . . . . 17
V. Production in Communist China . . . . . . . . . . . . . . 17
VI. Effects of Guided Missiles on the Aircraft Industry . . . 18
A. Missile Activity in the Aircraft Industry . . . . . . 18
B. Utilization of Missiles as Replacement for Aircraft . 19
C. Soviet Statements Concerning Missiles and Aircraft 19
VII. Future Intentions . . . . . . . . . . . . . . . . . . .
A . USSR . . . . . . . . . . . . . . . . . . . . . . . 20
1. Bombers . . . . . . . . . . . . . . . . . . . . . 20
2. Fighters . . . . . . . . . . . . . . . . . . . . 20
3. Transports . . . . . . . . . . . . . . . . . . . 21
4. Helicopters and Miscellaneous Aircraft 21
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B. Communist China . . . . . . . . . . . . . . . . . . . 22
C. European Satellites . . . . . . . . . . . . . . . . 22
Appendixes
Appendix A. Statistical Tables . . . . . . . . . . . . . . . 25
Appendix B. Methodology . . ? . ? ? ? ? ? ? ? ? ? ' ' ' ' ' 41
Appendix C. Gaps in Intelligence . . . . . . . . . . . . . . 43
Appendix D. Source References . . . . . . . . . . . . . . . 45
1. Estimated Production of Aircraft in the Sino-Soviet 26
Bloc, by Number, 1955-60 . . . . . . . . . . . . . . .
2. Estimated Production of Aircraft in the Sino-Soviet
Bloc, by Weight, Excluding Initial Spares, 1955-60 . . . 27
3. Estimated Production of Aircraft in the USSR, by Number, 28
1955-60 . . . . . . . . . . . . . . . . . . . . . . . .
4. Estimated Production of Aircraft in the USSR, by Weight, 29
Excluding Initial Spares, 1955-60 . . . . . . . . . . .
5. US Military Aircraft Acceptances, by Number, 1955-60 . . 30
6. US Military Aircraft Acceptances, by Weight, Excluding 31
Initial Spares, 1955-60 . . . . . . . . . . . . . . .
7. Estimated Production of Aircraft in the European Satel-
lites and in Communist China, by Number, 1955-60 . . . . 32
8. Estimated Production of Aircraft in the European Satel-
lites and in Communist China, by Weight, Excluding 33
Initial Spares, 1955-60 . . . . . . . . . . . . . .
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9. Estimated Production of Aircraft in the Sino-
Soviet Bloc, by Plant and Number, 1954-6o,
3
and the Status as of 1 January 1961 . . . . . . .
10. Estimated Expenditures for Procurement of Soviet 39
Aircraft, Including Initial Spares, 1955-60 . .
11. Estimated Expenditures for Procurement of Soviet0
Aircraft, Excluding Initial Spares, 1955-60 . . . .
Illustrations
Following Page
Figure 1.
USSR: Estimated Expenditures for Pro-
curement of Aircraft, Including Initial
14
Figure 2.
Spares, 1955-60 (Chart) . . . . . . . ? ? ?
USSR: Indexes of Estimated Production of
Aircraft, by Number, Airframe Weight, and
Value, Excluding Initial Spares, 1955-60
16
Figure 3.
(Chart) . . . . . . . . . . . . . . . . .
USSR: Distribution of Estimated Expenditures
for Procurement of Aircraft, Including
16
Figure 4.
Initial Spares, 1955-60 (Chart) . . . . . .
US and USSR: Production of Combat Aircraft,
1955 Through 1960 (Chart) inside
Figure 5.
by Number,
back cover
USSR: Airframe Plants (Map) inside back
cover
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THE AIRCRAFT INDUSTRY OF THE SINO-SOVIET BLOC*
1960
Summary
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During 1960, estimated production of bomber aircraft in the USSR
continued the decrease evidenced each year since 1955. Estimated pro-
duction of fighter aircraft in the USSR increased slightly in 1960
compared with 1959 but remained considerably below production estimated
for 1958. A slight decrease was noted in production of transport air-
craft in the USSR in 1960 compared with 1959. The decrease was pri-
marily due to the phasing out of a light piston transport in 1960.
In spite of the continued decrease in numbers of bomber aircraft
produced in the USSR, production of the Bison (M-4) heavy jet bomber
continued at Moscow/Fili Airframe Plant No. 23,** averaging slightly
fewer than two aircraft per month in 1960. Evidence received in 1960
disclosed that the USSR had begun production of a second bomber air-
craft.
Plant No. 22
ieved to have begun series production of the new bomber in 1959?***
During 1960 it became evident that the USSR had selected for series
production two, and possibly three, of the fighter aircraft seen in the
prototype stage in 1956. One Mikoyan fighter, the Fishbed "C" delta-
wing interceptor, is believed to be in quantity production, as are at
* The estimates and conclusions in this report represent the best
judgment of this Office as of 1 January 1961.
** Estimated production of aircraft in the Sino-Soviet Bloc from 1955
through 1960 is given by number in Table 1, Appendix A, p. 26, below,
and by airframe weight in Table 2, Appendix A, p. 27, below. Estimated
production of aircraft in the USSR from 1955 through 1960 is given by
number in Table 3, Appendix A, p. 28, below, and by airframe weight in
Table 4, Appendix A, p. 29, below. For comparative purposes, US mili-
tary acceptance figures from 1955 through 1960 are given by number in
Table 5, Appendix A, p. 30, below, and by airframe weight in Table 6,
Appendix A, p. 31, below. For additional comparison, production of com-
bat aircraft in the USSR, from 1955 through 1960, by number, is compared
with that in the US in the chart, Figure 4, inside back cover. For
locations of airframe plants, see the map, Figure 5, inside back cover.
*** Estimates of annual and cumulative production at plants in the Sino-
Soviet Bloc are given in Table 9, Appendix A, p. 34, below.
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least one and possibly two fighters of Sukhoy design. As had been ex-
pected, with the selection of the models. for series production, esti-
mated production of fighter aircraft in the USSR increased in 1960. It
is unlikely, however, that the new fighters will be produced in such
quantities as those of the preceding models -- the Fresco (MIG-17) and
the Farmer (MIG-19).
During 1960 the USSR continued to emphasize the development and pro-
duction of turbojet and turboprop transport aircraft. Two models of
turbojet transports, the Camel A (Tu-104A) and the Camel B (Tu-104B),
were produced during the year, as were five models of turboprop trans-
ports, the Cleat (Tu-114), the Coot (11-18), the Camp (An-8), the
Cat (An-10), and the Cub (An-12). Continued emphasis on the develop-
ment of new transport aircraft was illustrated during the year by the
introduction of two new models, the Tupolev-designed Cookpot (Tu-124)
turbojet transport and the Antonov-designed Coke (An-24) turboprop
transport.
During 1955-60 the USSR is estimated to have spent approximately
the equivalent of $20 billion* for the procurement of aircraft includ-
ing initial spares. Expenditures for procurement of Soviet aircraft
decreased from $5.1 billion in 1955 to $2.0 billion in 1960. Produc-
tion in terms of number of aircraft as well as expenditures for pro-
curement of aircraft declined in each succeeding year from 1955.
Estimated expenditures for procurement of bomber aircraft decreased
from $3.2 billion in 1955 to $440 million in 1960. Expenditures for
.transport aircraft, on the other hand, increased from $140 million in
-1955 to $970 million in 1960.
At the end of 1960 the effects of the Soviet guided missile program
on the Soviet aircraft industry were still not entirely clear. It is
evident, however, that some aircraft industry facilities are involved
in missile activities. Furthermore, it is likely that the use of mis-
siles has reduced the need for aircraft in the numbers formerly produced.
On the other hand, it is believed that through 1960 the USSR has pursued
all lines of research in weaponry and that long-range aircraft and jet
fighters have received significant although perhaps reduced emphasis.
During 1960 the aircraft industries of the European Satellites ap-
peared to follow closely the recommendations of the Council for Mutual Eco-
nomic Assistance (CEMA), in that Poland and Czechoslovakia concentrated
on production of sport, trainer, and communication/utility aircraft
and helicopters and East Germany continued the development of transport
aircraft. It is believed that by the end of 1960 all production of
* All monetary values in this report are given in 1959 US dollars.
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military aircraft in the Satellites ceased. New production undertaken
in the Satellites during 1960 included only native-designed civil air-
craft.
Production of aircraft in Communist China in 1960 involved only jet
fighters, light piston transports, and helicopters, all of Soviet de-
sign. Information available during the year, however, suggests an
ambitious program for the future, for the Chinese may be preparing for
production of bomber or transport aircraft. Although the Chinese have
made significant steps toward the development of an independent air-
craft industry, their progress will be heavily influenced by assistance
from the USSR.
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I. Technological Level
The manufacture of aircraft in the USSR in the postwar period and
up to about 1955 was based on structural designs and production tech-
niques similar to those used by the US in World War II. Articles in
various publications indicate that the USSR has been aware of the ad-
vantages of many new structural design techniques but has been very
slow in adopting such features as integrally stiffened and milled or
tapered skins, honeycomb structures, large complex forgings, and the
use of plastics for secondary an(I nonstructural parts. The continued
use of obsolescent airframe design techniques has resulted in aircraft
with increased weight. It is believed that most Soviet high-performance
aircraft designed and produced since 1955 have used some of these more
sophisticated structural features.
It should be noted that no recently manufactured Soviet military
aircraft have been examined. The first Soviet aircraft thatthe West
examined which has departed from the "bits and pieces" method* of air-
craft manufacture is the Coot transport aircraft. The outer wing
panels, which are reported to be integral fuel tanks, have a one-piece
lower skin estimated to be 26 feet long, 6 feet wide at the inboard
end, and 3 feet wide at the wing tip. The skin is attached to the in-
ternal structure by double rows of spanwise fasteners. The size of the
skin and the absence of lateral fasteners indicate a more sophisticated
type of structure.
Details appearing in the Soviet aviation press on the Coke aircraft
give further indications of more advanced design and manufacturing
methods. The wing is said to be of a monolithic type of construction
instead of being built up of hundreds of parts, its basic structure is
made of four panels, and its skin has integral stiffeners. The fuse-
lage and tail structures are said to be made by spot welding combined
with plastic gluing. The flaps, antennae fairings, and numerous small
parts are made of glass fiber and bolts and screws of polyamide resins
of the nylon type. The welding and plastic gluing have considerably
reduced the number of rivets used and have improved the pressurization
and drag characteristics.
Some use of honeycomb and plastic-filled structures has been re-
ported on Soviet aircraft, but by Soviet admission their techniques
of honeycomb manufacture require much improvement. As yet there is no
* The use of small forgings, short extrusions of simple cross section,
light page skin, and small panels. The production breakdown of the
aircraft is maximized to facilitate subassembly operations, and the
subassemblies are further broken down into detail assemblies.
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evidence of the use of stainless steel honeycombs. It is likely, how-
ever, that they are under development for use in high-speed aircraft
where aerodynamic heating is a problem.
The use of more advanced structural techniques and manufacturing
methods will result in aircraft with reduced drag and of lighter
weight, with a consequent increase in performance. The quality of
the aircraft also should be increased, for the new method of manufac-
ture will result in more exact tolerances and better interchangeability.
If. Production in the USSR, 1960
A. Bombers
Recent information indicates that seven Bison heavy bombers
were produced at Moscow/Fili Airframe Plant No. 23 during the fourth
quarter of 1959. The total production of the Bison jet bomber air-
craft in 1959, therefore, is now estimated to have been 26 aircraft.
Observations of Moscow/Fili Airframe Plant No. 23 during the
fourth quarter of 1960 were hindered by poor visibility. Although a
strong possibility exists that only five Bison aircraft were produced
during the fourth quarter, the observations indicate that six could
have been completed by 19 December 1960. For this report, therefore,
six Bison aircraft are estimated to have been produced during the
fourth quarter. Production of Bison in the first, second, and third
quarters is estimated to have been four, nine, and three aircraft,
respectively. Cumulative production of Bison aircraft is estimated
to have totaled 14+3 aircraft as.of 1 January 1961. This estimate is
believed to be reliable within plus six or minus nine aircraft.
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A Hook helicopter has been seen at the plant on nearly every
observation since 27 April 1960. On 19 December 1960, two Hook
helicopters were observed, and, on 22 December 1960, four Hook heli-
copters were observed. These four Hook helicopters had no identifi-
cation, and the wings appeared larger than any previously seen on
the helicopter. A strong possibility exists that Moscow/Fili Airframe
Plant No. 23 is now producing the Hook. Observations during early
1961 should indicate whether or.not production of the Bison is being
replaced by production of the Hook.
The new air-
craft is believed to have been developed from a prototype aircraft
that was photographed at Ramenskoye in April 1957. An article in
Sovetskaya aviatsiya described a routine test flight of an unnamed
high-speed bomber piloted by Valentin Fedorovich Kovalev, Tupolev's
chief test pilot. The article indicated that the aircraft had only
two engines and was capable of supersonic speed. The descri tion of
this unnamed aircraft fits that of the new bomber aircraft
at Kazan' Airframe Plant No. 22. The article therefore is
to be reporting the test flight of the prototype of the new aircraft.
Two more prototypes probably were constructed by mid-1958.
Series production is estimated to have begun in April 1959. On the
basis of an airframe weight of 60,000 pounds,** the total production
of the new aircraft is estimated to be 28 aircraft as of 1 January
1961. This estimate, however, probably is no more accurate than plus
or minus 10 aircraft.
Kazan' Airframe Plant No. 22, as well as Kuybyshev Airframe
Plant No. 1 and Voronezh Airframe Plant No. 64, is still engaged in
the overhaul and/or modification of Badger (Tu-16) aircraft. Kuyby-
shev Airframe Plant No. 18 continues to overhaul and/or to modify
Bear (Tu-95) aircraft and to produce the Cleat (Tu-114) transport.
For serially numbered source references, see Appendix D.
An estimate derived from dimensions taken from the photography.
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Photographs of Plant No. 18 / show that part of the modification to
the Bear aircraft consists of replacing the horizontal stabilizer.
The Badger and Bear aircraft probably are being modified to carry air-
to-surface missiles.
B. Fighters
Information received during 1960 clarifies in part the situa-
tion regarding production of fighter aircraft in the USSR. It has
become clear that at least two and possibly three improved variants
of the prototype interceptors first seen in 1956 are in quantity pro-
duction in the USSR. These include%the Mikoyan-designed Fishbed "C"
delta-wing fighter and either or both the swept-wing Sukhoy-designed
Fitter and delta-wing Fishpot. Both the Mikoyan-designed Faceplate,
also seen in 1956, and the Yakovlev twin-jet Yak-27 appear to have
been produced in small quantities only.
Sightings of the Fishbed jet fighters at Zerbst Airfield in
East Germany in 1960 4/ established the identity of the Fishbed "C"
and strengthened the position taken that the fighter has been selected
for quantity production. Distinguishing features of the "C" variant
include a clipped wing like that of Fishbed "B," a horizontal stabi-
lizer configuration like that of Fishbed "A," and a larger aft section
than was observed on the "A" and "B" models. J
The Fishbed "C" is estimated to be in series production in
Gor'kiy Airframe Plant No. 21 and Tbilisi Airframe Plant No. 31.
Plant No. 21 historically has served as the pilot plant for Mikoyan-
designed jet fighters, and it is believed that the plant has continued
in this role. Plant No. 31 also is believed to be producing Fishbed
aircraft. Fighters of the Fishbed "B" type were sighted at Plant
No. 31 in 1958, / and this type of aircraft has been sighted at the
plant periodically since that time, although such sightings have never
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revealed more than four of the delta-wing fighters on any occasion.
In fact, late in 1959 the factory area was reported as "completely
bare." / Furthermore, it has been estimated that Plant No. 31 is
involved in the missile program. / This estimate, together with the
low number of Fishbed aircraft seen at the plant and the reported
absence of activity at the facility, leaves some doubt as to the
status of production of Fishbed aircraft at Plant No. 31. Until re-
ceipt of further intelligence on Plant No. 31, however, it will be
assumed that production of Fishbed "C" aircraft has replaced Fishbed
"B" aircraft and continues at a low rate.
Two Soviet airframe plants that have produced fighter aircraft
in the past, Komsomol'sk Airframe Plant No. 126 and-Novosibirsk Air-
frame Plant. No. 153, are believed to be involved in production of
Sukhoy-designed fighters. An improved variant of the swept-wing Fitter
is believed to have been produced in some quantity at Plant No. 126,
and a delta-wing version of the Fitter or an improved variant of the
Fishpot is believed to be in production at Plant No. 153. The identity
of the specific aircraft in production at Plant No. 153 remains in
doubt. Both the Fitter and the Fishpot have been seen in Novosibirsk.
Three Fitter aircraft were sighted at Novosibirsk West airfield in
June 1960, 2 and. approximately eight aircraft of the Fishpot type were
sighted on the same airfield in July. 10 The aircraft of the Fishpot
type were described as having the Fishpot fuselage, wing, and tail con-
figuration but as lacking the large high-positioned nose cone. Pending
clarification of the identity of the specific aircraft in production
at the plant, production of a new Sukhoy fighter of undetermined model
is estimated for Plant No. 153.
The Yak-X7/29, an improved version of the Flashlight (Yak-25)
twin-jet all-weather fighter, appears to have been produced in limited
numbers only. Reportedly produced at Saratov Airframe Plant No. 292,
the Yak-27 has not been sighted by Western observers. The sighting of
tactical missiles in the plant area in the spring of 1960 revealed that
the plant was engaged in this activity at that time. No series produc-
tion of aircraft is currently estimated for Plant No. 292.
C. Transports
Only two piston-engine transport models, the Creek (Yak-12)
and Clod (An-l1+), are believed to have been in production or under
development during 1960. The production status of both aircraft, how-
ever, is obscure.
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Little firm information about production of the Creek is
available. Frequent Soviet statements concerning the need for a new
small transport aircraft, as well as infrequent sightings of the small
,transport at the producing plant, Leningrad Airframe Plant No. t53,
suggest that production of the Creek has ceased. Recent new construc-
tion of factory-like buildings at the plant may presage production of
new aircraft.
The production status of the Clod also is in doubt. State-
ments in the Soviet press indicating continued interest in the aircraft
and sightings at Kiev Airframe Plant No. 473 of unidentified aircraft,
possibly the Clod, suggest that development of the Clod continues.
Only 10 of the aircraft are estimated to have been produced by the end
of 1960.
2. Turboprop
Soviet emphasis on the development and production of turbo-
prop transports has continued during 1960. Five of the transports, the
Cub, the Cat, the Camp, the Coot, and the Cleat were produced during
the year, even though serious operational and production difficulties
were encountered with all of these models. A sixth turboprop trans-
port, the Coke, was introduced during 1960.
A steady decline In the number of Cub turboprop transports
observed on the plant airfield at Irkutsk Airframe Plant No. 39 sug-
gests that production may have ended recently. This opinion is strengthened by the fact that several of the airplanes were only partly
assembled. It would appear that the final assembly area is being
cleared of Cub aircraft to make way for production of new aircraft.
In light of current developments the estimated production of the Cub
has been reduced.
On the basis of reports received during the past several
months, it appears that the Cat aircraft is used only to a limited
degree. It is interesting to note also that Soviet publications seldom
mention the aircraft. The possibility should be considered, therefore,
that production of Cat aircraft has ceased. Until receipt of further
Information, however, it will be assumed that production is continuing
at the rate of three aircraft per month at Voronezh Airframe Plant
No. 64. Approximately 100 Cat aircraft have been produced as of 1 Janu-
ary 1961.
In view of the possible difficulties with the Cub and the
Cat, production of the Camp, which is basically similar, also may be
declining. As was true of the Cat, it is assumed that production of
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the Camp is continuing. The assault transport is produced at an esti-
mated rate of six aircraft
are hbelieved Airframe
produced.by4?
Approximately 150 Camp aircraft the end of 1960.
Production of the Coot turboprop transport is believed to
have continued throughout 1960 at Moscow Airframe Plant No. 30, al-
though it is suspected that difficulties which forced the grounding
of most of the aircraft have not been entirely corrected. The Coot
been aircraft Approxi-
rate of four
is produced d at
mately l
It is believed that after years of apparent frustrations
with the Cleat four.-engine turboprop transport the USSR has corrected
many of the problems of this giant aircraft and that Cleat aircraft
Fleeted Glavnohe routes of the Chief Directorate of the
soon will
GrazhdanskoRo Vozdushnoao Flota -
Civil Air
Aeroflot this transpor is
n series pro uc on an a an estimated total o 23 Cleat aircraft
(including 1 prototype) has been completed.
In February 1960 a new Antonov-designed turboprop transport
identified as an An-24 was observed in the USSR. An article in the
Soviet press in June 1960 described the aircraft, which is slightly
smaller than the Camp, as capable of cruising within a range of 1,250
miles at a speed of 270 knots. The An-21+, which has been given the
NATO designation of the Coke, is still believed to be in the prototype
state. Two flying prototypes of the Coke are believed to have been
which also serves as the
constructed at Kiev Airframe Plant No. 473,
additions
Special Design
series aproducction Recent
suggest that
No. 473.
3. Turbojet
During 1960 the USSR continued to emphasize production and
development of turbojet transports. Two variants of the Tupolev-
designed Camel (Tu-104) twin-jet transport were produced in the USSR
during 1960. It is believed, however, that production of the 70-
passenger version, the Tu-104A, at Omsk Airframe Plant No. 166 probably
ceased by the end. of the year. The cessation of the Camel A program
ds out
at Plant No. 166 has been expected since that aircraft was phased
at Kharkov Airframe Plant No. 135 in June 1959. Recent Plant No. 166, which include a new final-assembly building completed
late in 1957 or early in 1958 and a new runway completed in 1960, in-
dicate that a new aircraft will be produced at Plant No. 166 and should
appear during 1961.
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the production rate of Camel B, which is the 100-passenger version of
the Camel aircraft, at Kazan' Airframe Plant No. 22 decreased consid-
erably during the latter half of 1959 and then accelerated during 1960
until approximately September 1960, when a rate of four Camel B air-
craft per month was reached. During this period, there have been
noted two significant occurrences that are believed to account for,
at least in part, the fluctuations in the rate of production of the
Camel B aircraft. These occurrences are (a) the modifications ob-
served on newly produced Camel B aircraft and (b) production of the
new bomber at Plant No. 22. Recent information indicates that Camel B
aircraft produced during 1960 have been slightly modified in that their
interiors have been improved and their baggage-carrying capacity has
been increased. 11 It is not believed, however, that these modifi-
cations are extensive enough to have influenced as large a cutback in
production as is indicated. It appears more likely that the main
reason for the decrease in the rate of production of the Camel B air-
craft was the phasing into production of the new bomber.
The USSR has announced that a new version of the Camel,
the Tu-104E, set six new world records on 2 April 1960. The Tu-104E
was claimed to differ from other Camel models in that it was equipped
with more economical and more powerful engines. It is anticipated
that production of this improved Camel will replace that of the Camel A
and possibly the Camel B aircraft, but no evidence has been forthcoming
to indicate where this new Camel will be produced.
The long-awaited new Tupolev light twin-jet transport, the
Cookpot, was seen during the summer of 1960. According to the Soviet
press, the transport can fly at speeds of up to 486 knots and can
cruise at an altitude of 32,800 feet. The general appearance of the
Cookpot aircraft is similar to other transports in the Camel family,
but it is approximately only one-half as large. Although the aircraft
is subsonic rather than slightly supersonic, its prestige value lies
in the claim that it is "the world's first airliner with turbofan
engines." The effect of the turbofan engines is to increase the engine
-propulsion efficiency and to reduce the fuel consumption. Test flights
of the Cookpot aircraft are being carried out, and series production
is believed to be underway at Kharkov Airframe Plant No. 135.
D. Helicopters, Trainers, and Reconnaissance Aircraft
1. Helicopters
Six types of helicopters are estimated to have been in pro-
duction in the USSR throughout 1960. These types include the Mil'-
designed Hare (Mi-1), Hound (Mi-4), and Hook (Mi-6); the Kamov-designed
Hen (Ka-15) and Hog (Ka-18); and the Yakovlev-designed Horse (Yak-24).
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a. Mil' Helicopters
Since 1959, little information has been available con-
cerning production of the Mil'-designed Hare helicopter at Rostov Air-
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frame Plant No. 168 and Chkalov Airframe Plant No. 47. The helico ter
has not been observed at Plant No. 168 in 1960, and there are no
production in 1960 at either facility.
n i the receipt of further information, however, production of the
Hare is tentatively assumed to be continuing at both plants, although
it is considered possible that production of the small helicopter has
ceased.
it is estimated that 1,326 Hound heli-
copters had been pro uce by 20 April 1960. 12 The Hound is believed
to be continuing in production at Kazan' Airframe Plant No. 387 at the
rate of approximately 20 helicopters per month. More than 1,500 Hound
helicopters are believed to have been produced by the end of 1960.
some Hook helicopters were produced in 1959 at Rostov
r rame an No. 168. 13 The Hook has never been seen, however,
at Rostov North airfield, which serves the plant. Moreover, the recent
observations of the Hook at Moscow/Fili Airframe Plant No. 23 cast
doubt on continued production of the Hook at Plant No. 168, for it is
likely that requirements could be met at one facility. Furthermore,
reported difficulties with the Hook suggest that it has been produced
in very limited numbers. Until the receipt of further information,
however, it will be assumed that production of the Hook at Plant No. 168
is continuing at a low rate.
b. Kamov Helicopters
U lan U de Airframe Plant No. 99 is the production site
of both the Hen and the Hog Kamov-designed helicopters. It is believed
that they are produced there concurrently.
157 of the coaxial helicopters had been produced
before 12 April 19 0. / About 260 of each of the helicopters are be-
lieved to have been produced as of 1 January 1961.
c. Yakovlev Helicopters
Only one Yakovlev-designed helicopter, the Horse, is
believed to be in series production in the USSR. Produced at Lenin-
grad Airframe Plant No. 272, the Horse has been sighted in increasing
numbers in the USSR during 1960. Approximately 130 Horse helicopters
are believed to have been produced as of 1 January 1961.
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2. Trainers
Production of all trainer types of aircraft is believed to
have ceased in the USSR by 1 January 1961. The Midget (U-MIG-15) jet
trainer is believed to have been phased out of production at Ulan-Ude
Plant No. 99 during 1959, and the Max (Yak-18) piston trainer is be-
lieved to have been phased out during 1960. No recent information is
available concerning the status of production of aircraft at Sememovka
Airframe Plant No. 116, where the Max was produced for more than a
decade.
It is believed that both the Midget and the Max will be
replaced by a new jet trainer. The Soviet press has indicated that
the USSR,. Czechoslovakia, and Poland were competing in the development
of a new jet trainer. During 1960 the Czechoslovak "Kbely" (L-2) and
the Polish "Iskra" (TS-11) student trainers were introduced. As yet,
no new Soviet trainer has been announced, nor has there been announce-
ment of a new trainer designed by Communist China, which reportedly
also had entered the competition.
3. Reconnaissance Aircraft
It is estimated that a new turbine-powered flying boat,
an improved version of the Madge (Be-6), has entered production at
Taganrog Airframe Plant No. 49/86. To date, the aircraft is believed
to be produced at a low rate (only 12 of the patrol bombers are be-
lieved to have been produced as of 1 January 1961).
III. Expenditures for Procurement of Aircraft
The USSR is estimated to have spent approximately the equivalent
of $20 billion for procurement of Soviet aircraft including initial
spares during 1955-60. The estimated expenditures for procurement
of Soviet aircraft during 1955-60 are detailed, by major type of air-
craft, in Table 10* and. Table ll** and are shown graphically in
Figure 1.*** Expenditures are estimated for the aircraft and for
initial spares. The cost of the aircraft includes the cost of the
basic airframe, the engine, electronics, armament, accessories, and
propellers. Initial spares are those spare parts manufactured in
conjunction with the aircraft and provide the basic stock on hand with
the aircraft, in depots, and in the pipelines. Procurement of initial
spares naturally follows the same pattern as procurement of aircraft.
*
are
**
are
***
Estimated expenditures for aircraft, including initial spares,
shown in Table 10, Appendix A, p. 39, below.
Estimated expenditures for aircraft, excluding initial spares,
shown in Table 11, Appendix A, p. !.0, below.
Following p. 14.
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USSR
Estimated Expenditures for Procurement of Aircraft
Including Initial Spares, 1955-60
Billion 1959 US dollars
Bomber
Fighter
Transport
Other*
29709 3-61
0.5
2.7
0.4
1956
0.6
0.2
1959 1960
*Refers to Trainers, Helicopters, and Reconnaissance Aircraft
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Expenditures for procurement of Soviet aircraft, including initial
spares, decreased from $5.1 billion in 1955 to $2.0 billion in 1960.
Production of aircraft in numbers and expenditures for procurement of
aircraft declined in each succeeding year from 1955 (see the chart,
Figure 2*). Airframe weight, however, reached a peak in 1956 and then
declined.
Estimated expenditures for producement of the major categories of
aircraft, including initial spares, are shown graphically in Figure 3*
as a percentage of the total annual expenditure for aircraft. The per-
centage of expenditures for bomber aircraft decreased from 64 percent in
1955 to 18 percent in 1959 and then increased to 22 percent in 1960,
whereas the percentage for transport aircraft increased from 3 percent
in 1955 to 58 percent in 1959 and then decreased to 1i8 percent in 1960.
Expenditures for the procurement of bomber aircraft including initial
spares decreased from $3.2 billion in 1955 to $440 million in 1960.
Expenditures for the procurement of transport aircraft including initial
spares increased from $14+0 million in 1955 to $1.3 billion in 1959 and
then decreased to $970 million in 1960.
IV. Production in the European Satellites, 1960*
A. Czechoslovakia
In Czechoslovakia the Soviet-designed Midget (U-MIG-15) jet
trainer aircraft is estimated to have been phased out of production
at the Prague/Vodochody Airframe Plant late in the second quarter of
1960. Soviet publications report that the airframe plant at Cakovice
has stopped production of the Soviet-designed Crate (Avia-14+) twin
piston-engine transport aircraft. L5/
The trend toward production of small aircraft is shown by the
introduction of the new Kbely (L-2) jet trainer and the HC-3 helicopter
and by the continuation in production of the Morava (L-200), the Super
Aero and Aero-145 twin piston-engine communication/utility aircraft,
the Meta Sokol (L--40), the Akrobat single seat and Trener-Master tandem
seat (Zlin-326) single-engine sport aircraft, and the HC-2 helicopter.
All these light aircraft are of Czechoslovak design, and all are be-
lieved to be in series production. The one possible exception is the
Kbely jet trainer, which has not been seen in other than prototype
versions, although it is believed to have entered series production
Following p. 16.
* Estimated production of aircraft in the European Satellites and in
Communist China from 1955 through 1960 is given by number in Table 7,
Appendix A, p. 32, below, and by airframe weight in Table 8, Appendix A,
p? 33, below.
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late in the fourth quarter of 1960, probably at the airframe plant at
Letnany. Because no recent reports have been received concerning the
Jet Sokol (XL-440) twin-jet communication/utility aircraft, it is not
believed to be in production. The possibility exists, however, that
the Jet Sokol may enter series production at the airframe plant at
Chocen and replace production of the Brigadyr (L-60) communications
aircraft, which was discontinued during the first quarter of 1960.
B. Poland
Production of the Soviet-designed Fresco (MIG-17) jet fighter
aircraft at the airframe plant in Mielec in Poland is believed to have
ended late in 1960. Although there is no firm evidence of the phaseout
of the Fresco aircraft, the fact that Farmer (MIG-19) jet fighter air-
craft are being supplied to air force units of nearly all the European
Satellites and are being exported to the United Arab Republic (UAR)
and possibly to Iraq and Indonesia 16 while the Soviet Air Force units
in. the European Satellites are being equipped with Fishbed jet fighter
aircraft strongly suggests that the Fresco aircraft may be dropped
from production because it is obsolete. Furthermore, the lack of
sightings of Fresco aircraft in the area of the Mielec plant tends to
indicate at least a lowered rate of production. In addition, the
statement by General Frey-Bielecki that the Bies (TS-8) piston-engine
trainer aircraft and the new Iskra (TS-11) jet trainer aircraft will
be used as standard student trainers / indicates that both will be
produced in series. The airframe plant at Mielec almost certainly will
be the production site of these trainer aircraft, thus increasing the
probability that the Fresco aircraft will be phased out.
Poland also continued the trend toward production of small air-
craft. The one new aircraft believed to have entered into series pro-
duction is the Iskra (TS-11) jet trainer aircraft. Continuing in
production are the Bies (TS-8) piston engine trainer aircraft, the
PZL-101 (believed to be in production at a low rate), the KOS (PZL-102)
sports communication/utility aircraft, and the Hare (SM-1 and SM-2)
helicopters. The MD-12 four-engine short-range transport aircraft has
been mentioned infrequently, and only the prototype has been observed.
Therefore, the aircraft is not believed to be in production, nor is it
considered likely that it will enter series production. All aircraft
estimated to be continuing in or entering into series production in
Poland (except the Hare) are of native design.
C. East Germany
The Soviet-designed Crate (I1-1)+) twin-piston-engine transport
aircraft, which was phased out of production in 1959, is the only air-
craft to be put into full series production by East Germany. The type-152
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SECRET
USSR: Indexes of Estimated Production
of Aircraft, by Number, Airframe Weight, and Value*
Excluding Initial Spares, 1955-60
20
1955 1956 1957 1958 1959 1960
*Value is defined as the expenditure for the procurement of the aircraft.
29710 3-61 SECRET
CIA INTERNAL USE ONLY
A
ir frame weight
Numb
er
Value*
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SECRET
USSR: Distribution of Estimated Expenditures
for Procurement of Aircraft, Including Initial Spares, 1955-60
Bomber
~~r o
Transport /"
00
,
140
Fi
ht
'0
t4waGlf~~..~~:-1'uiYf.~
g
er
W-~}41wi~+lfRlal~WF~llY ig
'1'
y~.y
YYU'L W~
uuRl!nAU~ ~:lii'
~~LLLl~4J1' W V WLL W 9C-klbl.
00' ;art
~y11L
NaL
Other*
_
u ~.
*Refers to Trainer, Helicopter, and Reconnaissance Aircraft
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jet transport aircraft, an East German design, was given a test flight
in August 1960. 18 It was reported to be in series production as of
October 1960,12/ lthough continued flight testing of the aircraft
may have been postponed until 1961. 20
Thus the aircraft industry of East Germany had no aircraft in
full series production during 1960. The industry, however, continued
the development of medium-range and short-range jet transport aircraft
of East German design. The type-152 medium-range jet transport air-
craft is believed to have been in the first stages of series production
at the end of 1960. The type-155 short-range, short-takeoff-and-land
(STOL) aircraft reportedly is still under development, with series
production programed for 1964. 21 The type-154 medium-range jet trans-
port aircraft, which was believed to have been dropped, now appears
only to have been delayed. Reports received toward the end of 1960
indicate that the type 154 is still under development as a replacement
for the type 152. / Nothing, however, is expected of this aircraft
until 1963 or later.
D. Other European Satellites
Of the four remaining European Satellites -- Rumania, Bulgaria,
Hungary, and Albania -- only Rumania is believed to have produced air-
craft during 1960. Rumania probably continued production of a very
limited number of IAR 813/817 and RG-6 piston trainer aircraft.
V. Production in Communist China
In 1960 the aircraft industry of Communist China was limited to
production of jet fighters, small piston transports, and helicopters.
Aircraft in production during the year include the Fresco (MIG-17)
jet fighter, the Colt (An-2) piston transport, and the Hound (Mi-4)
medium helicopter. Recent information indicates that a fourth air-
craft, probably the Farmer (MIG-19), may have entered production in
1960 and that the Chinese may be preparing for production of a Tupolev-
designed bomber or transport in Sian in Shensi Province.
Three airframe plants and two aircraft engine plants have been
identified in Communist China. Airframe plants identified include
the following: Shen-yang Plant No. 112, the site of production of
the Fresco; Harbin Plant No. 122, which produced the Hound; and
Nan-chang Plant No. 320, the Chinese center for production of the
Colt. Piston engines for the Colt are produced at Plant No. 331 in
Chu-chou, and the engine for the Fresco is believed to be produced
at Plant No. 410 in Shen-yang.
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Unlike the aircraft industries of the European Satellites, the
Chinese Communist industry produces only Soviet-designed aircraft.
Furthermore, the Chinese have continued to stress production of mili-
tary types, whereas the Satellites have phased out of production of
military aircraft during the past 12 months.
In the past 10 years the Chinese Communists have developed a modest
but increasingly important aircraft industry. In spite of the progress
attained, however, as of the end of 1960 the Chinese aircraft industry
remained dependent on the USSR. In the fields of design, research,
and development, especially in regard to military aircraft, continued
Soviet aid is necessary. Assistance from the USSR has been vital in
developing the Chinese aircraft industry, and without such aid it would
have been impossible for China to develop an aircraft industry within
such a short time. This assistance has involved aid in constructing
the plants and in tooling for the facilities and guidance in production
activities. Although significant strides have been made by the Chinese
toward the establishment of an independent, integrated aircraft indus-
try, their progress will be heavily influenced by the degree of assist-
ance received from the USSR.
VI. Effects of Guided Missiles on the Aircraft Industry
Information that has become available during 1960 does not com-
pletely clarify the effect of missile activity on the Soviet aircraft
industry. However, several facts concerning the effect of missile
utilization and the effect of missile development and production on
the aircraft industry are clear. First, some Soviet airframe and
aircraft engine plants are known to be involved in some aspects of
the missile program. Second, the introduction of missiles has con-
siderably reduced the need for such large-scale production of military
aircraft as was previously achieved. Third, in spite of Soviet pro-
nouncements on the subject, development and production of bomber air-
craft has continued.
A. Missile Activity in the Aircraft Industry
Several plants of the aircraft industry reportedly have been
converted wholly to missile programs or are at least involved in mis-
sile activity. Moscow Airframe Plants Nos. 82, 456, 301, and possibly
464 were transferred to missile production early in the 1950's. More
recently, there has been evidence that Saratov Airframe Plant No. 292
is involved with short-range tactical missiles and that Tbilisi Air-
frame Plant No. 31 is engaged in the missile program. Ufa Aircraft
Engine Plant No. 26, Molotov Aircraft Engine Plant No. 19, and Moscow
Aircraft Engine Plant No. 45 reportedly also are involved in some
aspect of the missile program.
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Saratov Airframe Plant No. 292 is the most important of the
Soviet airframe plants firmly associated with missile production.
More than 100 onion-shaped warheads and square fins were observed at
the plant in the spring of 1960. 23 It is likely that these may be
free-flight ballistic missiles of the "Honest John" type, which have
a nuclear capability and an estimated range of 15 nautical miles.
Objects similar to the "Guideline" surface-to-air missile also were
observed at Plant No. 292. The Saratov plant has been one of the most
important centers of production of fighters in the USSR and until re-
cently produced Yakovlev-designed fighter aircraft. It also appears
that a second facility for production of fighters, Tbilisi Airframe
Plant No. 31, also may be engaged in some phase of missile production. 24/
In neither case, however, is there information as to the amount of floor-
space or effort devoted to the missile program. Although there is
evidence relating other Soviet airframe and some aircraft engine plants
to the missile program, there is no information indicating reduced ca-
pacity for production of aircraft in the industry as a whole.
B. Utilization of Missiles as Replacement for Aircraft
Decreased production of military aircraft for the past several
years may be due in part to the use of missiles as functional replace-
ments for aircraft. It appears that the Soviet decision not to develop
a large force of heavy bombers and the apparent decision not to replace
the light bomber force with modern aircraft indicate increasing depend-
ence on missiles. The failure to produce a replacement for the Beagle
(11-28) light jet bomber probably is attributable to the success of the
missile program, as may be the decline in the production rate of the
Bison heavy jet bomber in late 1957. Similarly the increased effective-
ness of fighter aircraft equipped with missiles and the utilization of
surface-to-air missiles may account for some of the decline in produc-
tion of fighter aircraft.
C. Soviet Statements Concerning Missiles and Aircraft
Statements made by Khrushchev as early as 1957 have indicated
that production programs for bomber aircraft would be relegated to
minor roles and even would cease. As recently as January 1960,
Khrushchev stated. that the USSR had rocket equipment at its disposal
and that the manufacture of bombers would continue to be cut sharply
and even discontinued. Such statements probably were made partly for
propaganda purposes, for some production of bombers has continued in
the USSR.
In spite of probable increasing reliance on missiles, the
appearance of the Bounder in 1958 and the sighting of new supersonic
medium bombers in 1960 indicate continued Soviet interest in both the
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development and production of manned bombers. For the past decade the
USSR has pursued all lines of research in weaponry in its efforts to
gain superiority over the West. Long-range aircraft and jet fighter
aircraft have received significant emphasis, although perhaps less than
formerly.
VII. Future Intentions
A. USSR
1. Bombers
The sighting of a new medium bomber in 1960 indicates con-
tinued Soviet interest in the development and production of bomber air-
craft. The new bomber is believed to have entered series production
at a low rate. The sighting during 1960 of possible mockup sections
at Moscow/Fili Airframe Plant No. 23 of an unidentified aircraft in
the experimental area of the plant, together with their apparent re-
moval from a plant building, also may indicate the impending appearance
of a new aircraft in 1961. Production of the Bison heavy jet bomber
continues at a low rate at Plant No. 23.
The appearance of the new medium bomber and the prolonged
production run of the Bison indicate that the USSR intends to continue
the development and production of bomber aircraft. It is likely, how-
ever, that considerable selectivity regarding production will be ex-
ercised and that production will be at much lower rates than formerly.
The USSR undoubtedly will continue research in the fields of chemical
and nuclear-powered bombers, and prototypes of these types may be
flown by 1962.
2. Fighters
As anticipated, estimated production of fighter aircraft
increased during 1960. Production of fighter aircraft, however, re-
mained very low even in comparison with estimated production of the
preceding Soviet fighters, the Flashlight (Yak-25) and the Farmer
(MIG-19).
During 1960 it became apparent that variants of at least
two and possibly three of the fighters first displayed in 1956 had
entered into production. The Fishbed "C" has entered into service
with the Soviet 24th Tactical Air Army in East Germany and probably
in units within the USSR as well. Both the swept-wing Fitter and the
delta-wing Fishpot have been sighted in the USSR, and variants of both
aircraft probably were under development or in production in the USSR
in 1960. It is estimated, therefore, that, along with production of
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the Fishbed "C," at least one and possibly two Sukhoy-designed fighters
are currently in production in the USSR.
The USSR has indicated a high degree of interest in the
improved variants of the fighter aircraft displayed in 1956, as demon-
strated by the fact that three of these aircraft are now in development
or production. It is noted, however, that there is no evidence of very
high rates of production of the new fighters in terms of the production
rates of the older Fagot, Fresco, and even Farmer aircraft. It is be-
lieved that the increased effectiveness of the new generation of fighters
together with the use of missiles will preclude the high rates of pro-
duction characteristic of the earlier jet fighters.
3. Trans orts
The high priority evidenced by the USSR since 195+ in the
development and production of transport aircraft continued in 1960.
Two new transports, the turbojet Cookpot and turboprop Coke, were in-
troduced during the year, and both are believed to have been in some
stage of production by the end of 1960.
Of the turbojet and turboprop transport aircraft in produc-
tion at the end of 1959 (the Camel, the Cat, the Cub, the Camp, the
Cleat, and the Coot), only the Cub is believed to have been phased out
of production. The Camel B and the Camel A, both of which appeared to
be being phased out at the end of 1959, continued through 1960. The
production rate of the Camel B actually increased during 1960.
It appears evident that the very intensive Soviet programs
for research, development, and production of high-performance transport
aircraft will continue in the future.
1.. Helicopters and Miscellaneous Aircraft
During 1960, increased emphasis was placed on production
of rotary-wing aircraft, and it is believed that this trend will con-
tinue. All helicopters in production at the end of 1959 (the Hare, the
Hound, the Hook, the Horse, the Hen, and the Hog) are believed to have
been produced as of the end of 1960. Of these models, only the Hare
reportedly may be phased out of series production in the near future.
A new reconnaissance aircraft is believed to have replaced
the older Madge in production. As yet there is no evidence of large-
scale production of the patrol bomber, nor is there evidence of Soviet
intentions to emphasize the development of such an aircraft.
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B. Communist China
The intentions of the Chinese Communist aircraft industry must
be viewed in the light of continued Soviet aid to the industry. The
progress of the Chinese toward developing an independent aircraft in-
dustry will be heavily influe .ced by the degree of assistance received
from the USSR.
With the acceptance of this consideration, it is believed that
the Chinese Communists will manufacture both military and civil air-
craft and helicopters of Soviet design. Information received in 1960
indicates that the Chinese intend to produce a medium jet bomber or a
jet transport. It is believed that if this production were to occur,
it would require heavy reliance on the USSR and that the Chinese would
assemble Soviet-fabricated parts for some time before initiating
domestic manufacture. In the fighter category the Chinese probably
will concentrate on production of the Farmer for the next few years.
It is not anticipated that a Chinese-designed fighter will enter into
production in the near future.
It is believed that during the next 5 years the Chinese Commu-
nists will place heavy emphasis on production of transport aircraft
and helicopters. Turboprop transports are well suited for use in
China, and the Chinese may begin production of one of the new turbo-
props of Il'yushin or Antonov design. Some turbojet transports also
may be produced by the Chinese. Production of piston transports also
is expected to continue in China, and the manufacture of the Colt may
be replaced or supplemented by the fabrication of a newer aircraft.
Along with production of transports, the Chinese Communists
probably will emphasize manufacture of helicopters. The versatile
Hound, which entered into production in late 1959 in China, probably
will reach a peak rate in 1961 and is expected to continue in produc-
tion throughout the period under consideration.
It is apparent that present endeavors reveal ambitious inten-
tions for the aircraft industry of Communist China during the next
5 years. By the end of the period the industry may rank second in im-
portance only to the USSR within the Sino-Soviet Bloc.
C. European Satellites
Among the seven European Satellites, only Poland, Czechoslovakia,
and East Germany possess aircraft industries of any proportion. The
trend of the aircraft industries of these three countries during 1960
appears to follow the recommendations of CEMA, which is demonstrated
by the fact that the aircraft industries of Poland and Czechoslovakia
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 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
have concentrated on the development and production of sport, trainer,
and communication/utility aircraft and light and medium helicopters,
whereas East Germany has continued the development of medium-range
transport aircraft.
Production of military aircraft by the European Satellites is
believed to have ceased. All of the military aircraft produced by the
European Satellites in the past year have been of Soviet design.
The new production undertaken by the European Satellites during
1960 has been solely of native-designed aircraft. It is too early to
determine definitely whether this trend toward production of nonmilitary
aircraft of native design will continue or whether the year 1960 was a
period of transition from subsonic jet fighter and trainer aircraft to
the introduction of new transonic and supersonic jet fighter and trainer
aircraft. The possibility remains that one or all of the three coun-
tries -- Poland, Czechoslovakia, and East Germany -- will produce mili-
tary aircraft of Soviet design sometime during 1961. It is considered
more likely, however, that the aircraft industries will become more
self-sufficient and will follow the recommendations of CEMA in the
development and production of aircraft. Eventually these aircraft in-
dustries may undertake some development and production of military air-
craft, but such a program is not considered likely for the next several
years.
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 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
STATISTICAL TABLES
Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
Estimated Production of Aircraft in the Sino-Soviet Bloc, by Number
1955-60
Type of Aircraft
1955
1956
1
957
1958
Jet bomber
Heavy
Medium
Light
Turboprop bomber
Heavy
21
450
600
17
25
530
360
35
33
460
160
0
14
230
0
0
Jet fighter
Transport
3,700
3,100
2,000
1,300
Jet
Turboprop
4
0
14
20
57
Piston
3
18
110
600
1,000
1,300
84o
Jet
Pi
700
570
440
340
ston
560
610
520
550
Helicopter
R
4oo
440
54o
690
econnaissance
C
60
60
48
28
ommunication/utility
68
140
220
290
Total
7,200
6,900
2
700
4
400
,
,
1959 1960
26 22
19 18
0
0
0 0
780 740
72 52
220 200
490 340
240 49
46o 380
84o 1,000
9 8
210 290
3,400
a. Figures are rounded to two significant digits. Because of rounding, components may not add to the totals shown.
- 26 -
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 ? , Approved For Release 2002/02/12: CIA-RDP79TO1049AO02200070001-9
Estimated Production of Aircraft in the Sino-Soviet Bloc
by Weight, Excluding Initial Spares a/
1955-60
Thousand Pounds of Airframe Weight
Type of Aircraft
1955
1956
1957
1958 1
959 1960
Jet bomber
Heavy
M
di
2,200
2,600
3,400
1,400 2,700 2,300
e
um
21,000
25,000
22,000
11,000 980 1
100
Light
Turboprop bomber
10,000
6,000
2,700
,
0 0 0
1,4oo
2,900
0
0 0 0
Jet fighter
Transport
25,000
22,000
14,000
9,600 6,000 5,900
Jet
T
b
210
740
1,100
3,000
3,900
2,800
ur
oprop
Pi
t
0
90
890
4,6oo
9,000
8,200
s
on
Trainer
2,100
8,600
10,000
5,000
2,100
1,100
Jet
4,300
3,500
2,500
1,700
1
200
240
Piston
740
780
510
560
,
490
410
Helicopter
R
i
2,200
2,700
2,900
3,200
3,700
4,700
econna
ssance
C
i
t
1,200
1,200
980
750
180
520
ommun
ca
ion/utility
71
170
280
380
250
34o
Total
70,000
76,000
61,ooo
41,000
30,000
28,000
a. Figures are rounded to two significant digits. Because of rounding, components may not add to the totals shown. Ini-
tial spares are those spare parts which are manufactured in conjunction with the aircraft and which provide the basic stock
on hand with the aircraft, in depots, and in the pipeline.
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 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
Estimated Production of Aircraft in the USSR, by Number a/
1955-60
e of Aircraft 1955
Heavy 21
Medium 45o
Light 600
Turboprop bomber
Heavy
Jet fighter
Transport
17
3,300
Jet 4
Turboprop 600
Piston
1958
1959
1956
1957
14
26
22
25
33
46o
230
19
18
530
360
16o
0
0
0
35
0
0
000
1
0
410
0
530
2,800
1,900
,
6
69
50
14
20
5
110
220
200
1,000
1,200
680
300
160
Trainer
Jet
460
330
200
140
60
60
360
0
270
Piston
340
360
360
3
4
Helicopter
400
440
500
48
580
28
700
9
7
8
Reconnaissance
60
60
6,300 5,900 4,900 3,200 2,200 2,000
Total
a. Figures are rounded to two significant digits. Because of rounding, components may not add to the totals shown.
S-E-C R-E-T
Approved For Release 2002J02/12,: CIA-RDP79TO1049AO02200070001-9
 Approved For Release 2092/02/18 : CIA-RDP79TO1049AO02200070001-9
Table 4
Estimated Production of Aircraft in the USSR
by Weight, Excluding Initial Spares
1955-60
Thousand Pounds of Airframe Weight
Type of Aircraft 1955 1956 1957 1958 1959 1960
Jet bomber
Heavy
2,200
2,600
3,400
1,400
2,700
2,300
Medium
21,000
25,000
22,000
11,000
980
1,100
Light
10,000
6,000
2,700
0
0
0
Turboprop bomber
Heavy
1,4oo
2,900
0
0
0
0
Jet fighter
23,000
20,000
13,000
7,600
3,600
4,500
Transport
Jet
210
740
1,100
3,000
3,700
2,700
Turboprop
0
90
890
4,600
9,000
8,200
Piston
2,100
8,300
9,300
3,200
290
150
Jet
3,000
2,200
1,300
690
310
0
Piston
340
360
360
360
360
270
Helicopter
2,200
2,700
2,800
3,000
3,400
3,800
Reconnaissance
1,200
1,200
980
750
180
520
Total
67,000
72,000
58,000
36,000
25,000
23,000
a. Figures are rounded to two significant digits. Because of rounding, components may not add to the totals shown. Ini-
tial spares are those spare parts which are manufactured in conjunction with the aircraft and which provide the basic stock
on hand with the aircraft, in depots, and in the pipeline.
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 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
S-E-C-R-E-T
Table 5
US Military Aircraft Acceptances, by Number
1955-60
Type of Aircraft
1955
1956
1957
1958
1959
1960
Heavy
34
75
173
156
118
74
Medium
530
505
199
31
15
17
Light
155
105
14
0
0
0
Ground attack
631
469
339
4oo
319
312
Fighter
4,017
2,656
2,569
1,574
938
632
Transport
536
362
223
337
107
61
Trainer
1,439
843
784
567
614
268
Other c,
701
1,098
1,316
1,17+
873
781
Total
8,043 /
6,113
5,617
4,239
2,984+
2,1+5
a. 25
b. Including preliminary data for the fourth quarter of 1960.
c. Tankers; helicopters; flying boats; and antisubmarine warfare, warning, liaison,
utility, amphibian, and lighter-than-air aircraft.
d. Figures are not rounded, because they were obtained from official US military
acceptances.
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 Approved For Release 2092/02/1, : CIA-RDP79TO1049AO02200070001-9
US Military Aircraft Acceptances, by Weight, Excluding Initial Spares
1955-6o
Thousand Pounds of Airframe Weight
Type of Aircraft
1955
1956
1957
1958
1959
1960 c/
Bomber
Heavy
3,853
8,442
19,462
17,638
12,740
7,882
Medium
26,377
22,525
7,340
1,250
480
544
Light
2,724
1,975
268
0
0
0
Ground attack
6,034
4,803
3,720
3,680
3,361
3,196
Fighter
43,161
30,588
30,427
18,562
12,945
9,434
Transport
20,697
13,104
9,319
8,134
4,116
3,468
Trainer
7,453
3,283
4,050
3,107
3,468
1,111
Other 1/
4,397
5,292
4,853
13,758
14,643
10,362
Total
114,696 J
90,012
79,439
66,129
51,753
35,997
a. 2
b. Initial spares are those spare parts which are manufactured in conjunction with the
aircraft and which provide the basic stock on hand with the aircraft, in depots, and in
the pipeline.
c. Including preliminary data for the fourth quarter of 1960.
d. Tankers; helicopters; flying boats; and antisubmarine warfare, warning, liaison,
utility, amphibian, and lighter-than-air aircraft.
e. Figures are not rounded, because they were obtained from official US military accept-
ances.
- 31 -
S-E-C-R-E-T
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 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
S-E-C-R-E-T
Table 7
Estimated Production of Aircraft in the European Satellites
and in Communist China, by Number a/
1955-60
ft
1
55
1956
1957
1958
1959
1960
Country
Type of Aircra
9
Czechoslovakia
Jet fighter
130
0
0
10
0
6
0
0
Piston transport
0
17
46
60
0
3
4
Jet trainer
240
240
240
200
180
5
0
Piston trainer
120
120
6
0
0
6
Light helicopter
0
0
2
0
23
5
Communication/utility (piston)
68
140
220
290
210
260
1
Communication/utility (jet)
0
0
0
0
1
Total
560
510
520
570
470
400
Poland
Jet fighter
240
340
130
180
180
100
0
Piston transport
0
0
0
0
1
4
Light jet trainer
0
0
0
0
1
8
Light piston trainer
36
36
36
62
67
7
Light helicopter
0
0
41
110
120
120
Communication/utility
0
0
0
1
0
30
Total
270
380
210
350
370
330
Rumania
Light piston trainer
24
24
44
69
24
27
0
Bulgaria
Light piston trainer
20
36
36
20
0
Hungary
Light piston trainer
24
30
36
36
12
0
East Germany
Jet transport
0
0
0
1
4
3
8
2
0
Piston transport
0
2
19
1
2
Total
0
2
19
42
31
2
Communist China
Jet fighter
0
0
1
120
190
110
1
0
Piston transport
0
0
1
50
100
5
8
Helicopter
0
0
0
0
3
5
Total
0
0
2
170
220
340
900
80
860
1,300
11 200
1100
Grand total
a. Figures axe rounded to two significant digits. Because of rounding, components may not add to totals shown.
- 32 -
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 Approved For Release 2Q02102112 : CIA-RDP79TO1049AO02200070001-9
Estimated Production of Aircraft in the European Satellites and in Communist China
by Weight, Excluding Initial Spares
1955-60
6
1
1957
1958
1959
1960
Country
Type of Aircraft
1955
95
Czechoslovakia
Jet fighter
670
0
0
4
84
60
0
960
0
48o
Piston transport
0
270
0
.7
9
920
230
Jet trainer
1,200
1,200
1,200
1,000
0
0
0
Piston trainer
310
310
16
0
15
32
Light helicopter
0
0
1
8
250
320
Communication/utility
(piston)
71
170
280
3
0
1
1
Communication/utility
(jet)
0
0
0
0
000
2
300
2
500
2,100
11100
Total
2,300
2,
,
,
Poland
Jet fighter
1,200
1,800
850
1,200
0
1,200
7
660
0
Piston transport
0
0
0
0
2
8
Light jet trainer
0
0
0
8
110
120
Light piston trainer
33
33
37
9
280
280
Light helicopter
0
0
94
250
0
16
Communication/utility
0
0
0
1
800
80
1
500
1,600
11100
T
t
l
1,200
1,
9
,
a
o
18
32
49
17
12
Rumania
Bulgaria
Light piston trainer
Light piston trainer
18
i2
35
35
1
4
2
11
2
0
Hungary
Light piston trainer
23
24
3
11
2
8
Jet transport
0
0
0
41
4
0
East Germany
Piston transport
0
32
300
660
5 0
Total
0
32
300
700
570
82
Communist China
Jet fighter
0
0
6
4
770
180
1,200
350
730
520
ort
ton trans
Pi
0
0
640
p
s
Helicopter
0
0
0
0
23
0
10
950
1,600
11900
Total
0
4
00
700
3
700
5
1900
,100
Grand total
1600
2
,
,
a. Figures are rounded to the nearest one thousand pounds or to not more than two significant digits. Because of rounding, components may not add to the
totals shown. Initial spares are those spare parts which are manufactured in conjunction with the aircraft and which provide the basic stock on hand with the
aircraft, in depots, and in the pipeline.
S-E-C-R-E-T
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 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
Table 9
Estimated Production of Aircraft in the Sino-Soviet Bloc, by Plant and Number
195+-60 and the Status as of 1 January 1961
Country
Type of Aircraft
M
d
l
A
Cumulative
Production
Status
o
e
irframe Plant
Through 1954
1955
1956
1957
1958
1959
1960
Total
1 January 1961
Jet bomber
Heavy
26
22
143
2 aircraft per month
Badger
(Tu-16)
Kuybyshev No. 1
29
154
180
180
135
12
690
(the total includes
3 prototypes)
Ceased
Badger
(Tu-16)
Kazan' No. 22
122
234
240
231
93
920
Ceased
Badger
(Tu-16)
Voronezh No. 64
63
108
47
2
220
Ceased
151
451
528
458
230
12
1,830
Bounder
Moscow/Fili No. 23
1 J`
1 J
2
Prototypes
Blinder
Kazan No. 22
1
2
7
18
28
2 aircraft per month
(the total includes
Blowlamp
Moscow No. 30
3 prototypes)
Beagle
(11-28)
Moscow No. 30
3
Prototypes
Beagle
(I1-28)
Irkutsk No. 39
345
360
359
161
1,500
1
225
Ceased
Ceased
Beagle
(I1-28)
Voronezh No. 64
1,200
,
1
200
Ceased
Beagle
(11-28)
Omsk No. 166
981
119
,
1,100
Ceased
55
Ceased (the total includes
Twin-jet
Farmer (MIG-19)
Gor'kiy No. 21
19
249
300
142
710
3 prototypes)
Ceased
Farmer (MIG-19)
Novosibirsk No. 153
11
296
474
425
31
1,237
Ceased
19-
260
29-6
616
425
31
1,947
48
264
312
46
670
Ceased
Yak-2729
Saratov No. 292
2 ,
32
18
52
Preseries run; ceased
Single-,jet
Faceplate
Gor'kiy No. 21
2 a
2
Ceased
Fishbed (all types)
Gor'kiy No. 21
2 J
12
42
48
111
215
10 aircraft per month
Fishbed (all types)
Tbilisi No. 31
2 ,
1
52
25
56
136
5 aircraft per month
k
Ll
_94
I
167
351
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 Country Type of Aircraft
Jet fighter
Single-jet
(Continued)
Estimated Production of Aircraft in the Sino-Soviet Bloc, by Plant and Number
195+-60 and the Status as of 1 January 1961
(Continued)
Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
Fitter
Fitter/Fishpot
Fresco (KEG-17)
Fresco (MIG-17)
Fresco (MIG-17)
Fresco (PIG-17)
Fresco (MIG-17)
Camel (Tu-104)
Camel (Tu-104
and Tu-io4A)
Camel (Tu-104
and TI-104A)
Camel B (Tu-104B)
Cookpot (Tu-124)
Turboprop Camp (An-8)
Camp (An-8)
Total Camp
Cat (An-10)
Cat (An-10)
Total Cat
T.-114D
Cleat (Tu-114)
Coot (11-18)
Cub (An-12)
Coke (An-24)
Production
Throug}a 1954
1955
1956
1957
3,9.58-
1959
1960
Total
1 January 1961
126
l'sk No
2 p/
4
63
150
180
399
15 aircraft per month
nth
ft
.
Komscmo
2 ,
27
138
ISO
347
per mo
15 aircra
Novosibirsk No. 153
1,499
Ceased
Gor'kiy No. 21
1,448
51
2
652
Ceased
31
Tbilisi No
1,153
660
636
203
,
8
d
.
Komsomol-sk No. 126
1,822
1,020
1,020
992
354
5,20
915
Cease
Ceased
rkov No
135
Kh
618
290
7
d
.
a
Novosibirsk No. 3-53
1,419
771
181
2,371
Cease
Kazan' No. 22
6
8
24
7
45
Ceased
Kbar'kov No. 135
Omsk No. 166
1
8
12
20
12
5
4 45
12
38
70
95
Phaing aircraft t per month
4 a
Kazan' No. 22
14
20
56
62
52
213
1 J
1 J
2
Prototypes
Kharkov No. 135
18
57
72
147
6 aircraft per month
Tashkent No. 84
3
2
5
Prototypes J
Kiev No. 473
2
18
a
12,
152
23
36
36
95
3 aircraft per month
Voronezh No. 64
4
1
5
Prototypes J
Kiev No. 473
24
36
100
2
2
Prototypes
Kuybyshev No. 18
1
1
9
12
23
1 aircraft per month
Kuybyshev No. 18
8
37
48
48
141
4 aircraft per month
Moscow No. 30
1
33
67
30
131
Ceased
Irkutsk No. 39
1 J
1 J
2
Prototypes
Kiev No. 473
- 35 -
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 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
Table 9
Estimated Production of Aircraft in the Sino-Soviet Bloc, by Plant and Number
195+-60 and the Status as of 1 January 1961
(Continued)
Country.
Type of Aircraft
Model
Airframe Plant
Cumulative
Production
Through 1954
Transport (Continued)
Piston
Crate (I1-14)
4
Moscow No. 30
6
320
314
95
735 Ceased
Crate (I1-1
)
Tashkent No. 84
69
43
102
167
35
416 Ceased
Total Crate
42
422
481
130
1,151
Colt (An-2)
Kiev No. 473
400
325
400
400
261
14
1
800
Ceased
Creek (Yak-12)
C
4
Leningrad No. 458
13
226
192
305
288
288
159
,
471
1
Phasin
out
lod (An-1
)
Kiev No. 473
5
1
4
,
10
g
Prototypes
Trainer
Jet
Mascot (U-I1-28)
Moscow No. 39
173
15
Mascot (U-I1-28)
Irkutsk No. 39
43
45
45
20
153
Total Mascot
216
60
45
20
341
Midget (U-),IC-15)
Ulan-Ude No. 99
1,373
396
288
180
135
60
2,432
Ceased
Piston
Max (Yak-18)
Semenovka No. 116
3,872
336
360
360
360
360
273
5,921 Ceased
Helicopter
Hare (Mi-1)
H
M
Chkalov No. 47
76
168
180
180
180
180
180
1
144
15 helico
ters
er
th
are (
i-1)
Rostov No. 168
11
53
60
60
,
184
p
p
mon
5 helicopters per month
Total Hare
L6
168
180
12_1
2L
240
240
11,328
Hound (Mi-4)
H
6
Kazan' No. 387
81
222
240
240
240
240
240
1
503
20 helicopters
er month
ook (Mi-
)
Rostov No. 168
1
3
10
21
,
35
p
2 helicopters per month
Horse (Yak-24)
H
(K
1
Leningrad No. 272
10
24
24
24
24
24
130
(the total includes
4 prototypes)
2 helicopters per month
en
a-
5)
H
8
Ulan-Ude No. 99
1
45
70
72
72
260
6 helicopters per month
og (Ka-1
)
Ulan-Ude No. 99
8
113
144
265
12 helicopters per month
Reconnaissance
Madge (Be-6)
Taganrog No. 49/86
130
60
60
48
24
9
331
Ceased
New patrol bomber
Taganrog No. 49/86
4
8
12
1 aircraft per month (the
total includes 4 proto-
types)
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 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
Estimated Production of Aircraft in the Sino-Soviet Bloc, by Plant and Number
195+-60 and the Status as of 1 January 1961
(Continued)
Cumulative
Production
6
1
58
1
1959
1960
Total
Status
1 January 1961
Model
Airframe Plant
Through 1954
1955
195
957
--2
Country
Type of Aircraft
21
Phased out
Czechoslovakia ,
Piston transport
Crete (Avis-14)
Cakovice-Letnany
17
46
60
60
30
3
Trainer
180
45
1,224
Ceased
Jet
Midget (U-MIG-15)
Prague/Vodochody
3
0
3
Prototypes. Probably
Kbely (L-2)
Letnany
"
2
0
20
60
82
entering series pro-
duction early in 1961
5 aircraft per month
Helicopter
Helibaby (HC-2)
Otrokovice Moravan
"
3
5
8
Entered series production
Com.=ication/utility
Hellbaby (HC-3)
Otrokovice "Moravan
1 ,
1
2
in the fourth quart er;
3 prototypes in 1959
Test probably continuing
Jet
Jet Sokol (XL-440)
Cbocen "Orlican"
16
69
90
130
55
60
420
5 aircraft per month
th
Piston
Aero-45 series
Kunovice
1
3
21
80
105
7 aircraft per mon
Morava (L-200)
Kunovice
'
1
16
78
95
43
15
248
Ceased
Brigadyr (L-60)
Meta So101 (L-40)
Chocen "Orlican
Chocen "Orlican"
1
1
5
14
43
60
124
5 aircraft per month
Trener (Zlin-26
series)
Otrokovice "Moravan"
350
50
50
50
50
48
40
638
3 aircraft per month
9
131
180
180
100
600
Believed to have been
Poland
Jet fighter
Fresco (KEG-17)
Mielec
phased out
Trainer
1
4
5
Estimated to be entering
Jet
Iskra (TS-11)
Mielec
series production
61
66
60
187
5 aircraft per month
Piston
Bies (TS-8)
Mielec
6
6
Prototypes
d
Bies (TS-8)
Warsaw/Okecie
1
1
18
20
Perhaps discontinue
PZL-101
Warsaw/Okecie
41
110
120
120
391
10 aircraft per month
Helicopter
Hare (SM-1 and SM-2)
Lublin/Swidnik
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S -E -C -R-E -T
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 Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
Table 9
Estimated Production of Aircraft in the Sino-Soviet Bloc, by Plant and Number
195+-60 and the Status as of 1 January 1961
(Continued)
Cumulative
Production
Model Airframe Plant Through 1954 1955 1956 1957
Country Type of Aircraft
Poland Communication/ KOS (PZL-102) Warsaw/Okecie
(Continued) utility
102 24 24 43
Rumania Piston trainer IAR-813/817 0rasul Stalin 1
RG-6 Reghin
Nast Germany Transport
Jet Type 152 Dresden/KlOtzsche
Communist China Jet fighter
Shen-yang No. 112
Single-jet Fresco (MIG-17)
Twin-jet Farmer (MIG-19) Shen-yang No. 112
Transport
Piston Colt (An-2) Nen-chang No. 320
Status
1958 195 1960 Total 1 January 1961
45 12 15 265 Sporadic
24 12 12 49 Sporadic
1 3 2 6 Entering series produc-
tion
1 119 190 90 400 Ceased
18 18 3 aircraft per month
1 50 100 149 300 10 aircraft per month,
including 1 prototype
Helicopter Hound (MI-4) Harbin No. 122
2 3, 7 and PP? i 27, r 29, 32, and 33, respectively,
ie
a. Production of the prototypes of aircraft that have not gone into sers production is not inc lu ded in Table s 1,
aove) but is included in this table J. order to show the status of the prototypes and the producing plants.
able 9 The only aircraft produced in the Satellites
b. Estimated aircraft estimated production of the Tu-ll4D is included in Tables a 2, 3, 4, 0, and 8.
be currently under development. use their costs also are estimated.
shownlinaTablef9 are aircraft produced aircraft believed to1955-6
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 Approved For Release 20Q2/02/1,2 : CIA-RDP79TO1049AO02200070001-9
Estimated Expenditures for Procurement of Soviet Aircraft
Including Initial Spares
1955-60
Million 1959 US
Type of Aircraft
1955
1956
1957
1958
1959
1960
Bomber
Heavy
737
642
318
122
213
172
Medium
1,933
1,737
1,340
710
199
267
Light
550
353
135
0
0
0
Subtotal
3,220
2,732
1,793
832
412
439
Fighter
1,253
1,118
725
550
322
356
Transport
136
483
671
1,082
1,318
966
Other
Helicopter
106
108
110
118
140
145
Trainer
221
167
105
68
52
33
Reconnaissance
127
108
65
102
14
81
Subtotal
454
383
280
288
206
259
Total
5,100
4,700
3,500
2,800
2,300
2,000
a. Figures are rounded to the nearest million except for the totals, which are rounded
to two significant digits. Initial spares are those spare parts which are manufactured
in conjunction with the aircraft and which provide the basic stock on hand with the air-
craft, in depots, and in the pipeline.
S-E-C-R-E-T
Approved For Release 2002/02/12 : CIA-RDP79TO1049AO02200070001-9
 Approved For Release 2002/02/12 : CIA-RDP79T01049A002200070001-9
Estimated Expenditures for Procurement of Soviet Aircraft
Excluding Initial Spares a/
1955-60
Million 1959 US
Type of Aircraft
1955
1956
1957
1958
1959
1960
Heavy
539
460
227
86
149
121
Medium
1,358
1,196
915
487
144
202
Light
376
244
92
0
0
0
Subtotal
2,273
1,900
1,234
573
293
323
Fighter
822
719
461
367
224
234
Transport
95
337
474
JL4
921
665
Other
Helicopter 78 76 78 85 101 102
Trainer 156 117 73 48 37 24
Reconnaissance 97 80 48 80 10 62
Subtotal 331 273 199 213 148 188
Total 3,500 3,200 2,400 1,900 1,600 1,400
a. Figures are rounded to the nearest million except for the totals, which are rounded to two
significant digits. Initial spares are those spare parts which are manufactured in conjunc-
tion with the aircraft and which provide the basic stock on hand with the aircraft, in depots,
and in the pipeline.
-40-
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SECRET
US*and USSR**
Production of Combat Aircraft, by Number
1955 through 1960
*US totals include preliminary data for December 1960.
**USSR totals are rounded.
SECRET
CIA INTERNAL USE ONLY
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SECRET
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