PRODUCTION AT CHKALOV AIRCRAFT PLANT 84B IN TASHKENT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A053400120001-5
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 17
• Document Creation Date: December 22, 2016
• Document Release Date: August 12, 2010
• Sequence Number: 1
• Publication Date: April 7, 1960
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
This tBaterlal oontalas iafotanatton aseotlns the Nstlonal Defense of the IIaited Bates within the mesaiae of the bpionase Laws, Title
18. U.B.O. Bees. 798 and 794. the transmisston or trovslsttoa of whioh in stay taanner to an uasuthotiasd Peteon 1s ptohibitad M law.
COUNTRY USSR (Uzbek SSR)
SUBJECT Produatiog at Chkalov Aircraft
Plant 8!}B in Tashkent
REPORT
DATE DISTR. 7 April 1960
NO. PAGES
DATE OF
INFO.
PLACE b
DATE ACQ.
SOURCE EVALUATIONS ARE DEFINITIVE. APPRAISAL OF CONTENT IS TENTATIVE.
1. Until 1952 Factory No. 8/+B produced iI,-2 .aircraft. After a period lasting
about one year until autumn 1953, during which one prototype was produced
and tested, fullscale production of type IL 11t., tw~,n-engined passenger
aircraft, begaa and continued until Msy 195$. At the fins]. point, No. 35
Shop, only one aircraft at a time was assembled,. and rather less than one
per day. th],y production was 50X1-HUM
15-20 aircraft. Both civil and military versions of the IL 1./} were proc~uoed,
the latter with metal seats along the sides of the aircraft. The proportion
of civil, to military aircraft was not known 50X1-HUM
the
2. Planning of IL-17, ~ aircraft to replace~IL 14~ began in early L957.1
This aircraft was designed for both passenger and freight use, and:,
aTAT6 ~ ARMY
C
8 AtR ~ NfA
(Notts Wwhinpton di~tribwkn tndieeted by "X"; Field didribwion by "#".)
4 F61
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would be able to carry
wo ergs s e ec ?r uses, an so faster than the IL-].l+.
IIp tb May 1958 a prototype had not been completed, although work on the
assembly of one, in No. 3~ 3hop, began in January 1958. 89'x' 1958
the frame of the fuselage was visible and,av~eared to be about 40 meters
long by four to five meters in :diameter.
testing was e=pected to begin in October 1958, and, as with the IL-~,
both civil and military versions would be produced.
3. At Shop No. 15 between 32 and 35 petrol tanks, each of between-700-800
liters capacity, were produced daily. Sons of these were lSar+-~`eu~e~t~-plaoit.:~' ~:-
production, and were sent direct to Shop No. 35 for fitting (the IL-14 had
six to eight tanks). The remainder went to Shop No: 37 for packing and
export to Soviet bloc countries using this aircraft.
4.
Production Reported
5. Production of the twin-engined passenger aircraft IL-].l~ ceased in Mssch 195g,
since when the resources of aircraft assembly plant 8[,B have been entirely
devoted to the development and production of,..a new type, IL-17. Planning
of the II,-17 began in a till in the experimental
stage in March 1959? both military and 50X1-H U M
civil versions of the aircraft, for both freight and passenger transport, are
aimed at; up to March 1959 only military freighter profa~r~ypes had been produced,
although civil versions, both freight and passenger, were, it wee rumored, ~'
to be turned out in a>er 1959.
6. The IL-17 is a twin-engined turbojet aircraft. The eatimated.length of the.
#"uselage is 38 to !+0 meters, diameter of fuselage 3~ meters, -
35 meters. the wings are placed at the top of the fuselage.
its weight is 12 to 1~ tone and a matter of concaern to
the designers who, in March 1959, were considering what steps to take in
order to reduce its. The aircraft was said to be able to carry, one medium-
sized tank with its crew or two small aingle~lecker buses, without passengers..
The military version was to be armed with a "gun" on top of the fuselage,
at the ~unetioncof the wings, one rear iaachine gun and one machine gun
"underneath" the fuselage. There is a rear loading door and another on the
left side of the fuselage. The interior of the aircraft is entirely of
duraluminum.
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50X1-HUM
?. Production of a prototype began in March 1955. In J~a1y 1958 the first aircraft
was sent by rail, in crated sections, to the town bf Saratov, where there
is an aircraft testing eatabliahment. It was retur~d to Tashkent in August
1958 for assembly. In September 1958 its trials took place at the airfield
adjoining the facto ,and were attended by a delegation from the Air
Ministry jic; GKAT~ in Moscow, con at of two Soviet Air Force Generals,
SgkolQv (fn~s~'d 1~ ~a (fnu) and by 50X1-HUM
S . Y I the de si r of the a'3.rcraf t. Kokkinake a flew the aircraf t
on its first flight.z
8. In October 1958 a further three IL-1?'s were produced. k3y March 1959
full-scale production had still not begun, although faun or five aircraft
were produced in both February and March 1959. wring March, six to seven
IL-17's were observed on the airfield. An unknown number of technicians from
the factory was sent to 3aratov on a special training edurse' connected wig
production of the IL 17, lasting three months, at the end of X958. They
returned to Tsahltent in March 1959?
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9. When production of the IL-17 began is March 1958, certain obangea~~in the
organisation of shops at Plant $/iB were planned in order to meet the
differing requirements. Some shops here to be transferred from the large
banding which housed the final aircraft liebeebl~il~o~(~o1~5)at~ l~~mew
building immediately went of the airfield. This and other changes were
designed so that, without aqq enlargement to tb building itself, more
room would be avanable inside Shop ~o. 35 to. allow for the Iar r sine
the new e3.rcraft. 50X1-HUM
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1. ~ siostoh ad' the ont3.q o! FsAtozy Xo.B$8, taigether with a lioep-,
is attar~hsd as an ~pssrdis.
~t+_ ~:
2. ~irara!'t Faatozy N o.81i8 a~pl.oys a total sta!'t, inoluding an
unlcaawp rxsober oP non-pro~wtir eclminiatrativ~s ptraaesnel, o! begin
7,000 and 8,000. Racking hours oansist o! ane spilt, lros 0800 - 1'00
hours, e~ooapt !or Shops N o.10 and Noll (m sbstsL-reap 4, 2Z and ~~ ,
wbiah not on]y ps~oduoe metal and rubber oas~aneats lase awtrmt
pacodu~otim but spare parts for use wtbsse~wr airosw~!''t !'ram this laotae~
are in ssrrioe; these two Fhops work a seoand shi!'t, !!em 1700
~ 0300
hours. Shop N o.10 (rubber oampanents) as~loa-s a. 3A0 wct~osrsj
Noll (aretal oampa~acits) employs o. 250-300 worloss~a.
~
0l,~!_~,oi
3. Yenasar o! the sntisr taatos~r grate (8~s, 848 and 840) !'rve
late 1956 until the date o! this report (Ya`p 39'f 9) wv ~5~9 l.a.n.,
daput7 sanaYsr o! the larotor~ grasp was an IIrR~slc lA>1lta
(name not laiam), ?1t1-oug>ti in Faotacy No.848 nc*; sots than 1,50 Yua~.isis
were amplapred~ all oP than skilled worbers.
In ahaurge o! No.lS Shop (petrol-tanks aril seat-frarrss) was
Geffen SergNnevitoh IOiAI~JIF011, o! No.25 Shop (tail ssotia4s,
oad.ings, l1e~s) f~I/1F~~1 l.n.
Ps~ods~otian.
".1 ~ Altsr a
period lasting about one car until ~auturon 1953, during ~
prototype was prrodtyoed and tented, Rtllsoals pe'oduotim al type Ilr3riE,
bRin-engis~ed psssert?sr airoratt, begmz and omtirnied unt~1
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iECAET ,~R81
a s. pEF~cu~s oN~r
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41 1958 i ~t tt~e ti~tal assemblyy poirrt, No.35 3hap (20 n~~-
-skQtah-~ap~ lonly one airaratt at a time was assembled, and rather leas
> -
than one per dayf
manthlp
pro8uatian was 15-20 airaratt. Both civil and military versions o~!
the IL-1t~ wore prod~iosd, the latter with ~eetal seats along the sides a~'
the airarat'tp ~ psraporticn of civil to military airora!'0 was not
lanaro 50X1-H U M
d ~: P1~~8 ~, an airos~at't to :eplros IItl1~, begat in early
1957.' Thia airoratt waa desigoed tar both, pauienaer cad ts+ei~t use,
cad wau]rd bs able to 50X1-HUM
oarl~r two large single-deolosr buses, and w~ot~ld aLo bs tavtes~ thaei tt~s
IItL+.. Up t~-~ be-aeE-repbar~Map- 1958 a prototype had not been
completed, although work cn the assembly of one, is No.35 Snap, began is
J axaiary 1958 ~ ,~I Y41r 1958 the l~~me a~' the lliselage was visible and
~~
appeared to be about y0 aat~s long by ~ ar~s in diaestsr.
testing was ezpeoted to begin iu 50X1-HUM
October ].958, and, as with the II,-]J}, both civil and oilitarlr wrsians
would be produced. ._..~
".~-,, .~s. At 9hap N o.1,5 ~9 an aloetch ~ between 32 aa4d 35 ~ talcs,
oaah o! between 700- li~s capriaity, anere produced dai~f ~aar off'
these were Por current airoraPt production, cart wore scat direct to
'~ ~-'
3hap No.35 for~ri--t~t~ing (the IL-l~ had ~tsnks)1 Ise reseiadar wrest to
Shop No.37 ~29 on slost~ol~ tar paolci~rig and ezpert to Sarist bloc
~-
oouatries using this airaratt.
8aatoz-~r N o.8~-.
7. Phis faatos~r pro~oes unapeaitied airoratt aaapaneat parts !ar
uoe at ~8, but also turns cut =~>++i^{~~* articles tar d~aerestic aM
ldtatieo use. .
~'aato~No
8. Othsswiae laacnn as No.13 9hap, this taataa-y is about 5 kilo-
metres Nosh: East of TASHI~tT ~cl o1oN to the 0~~a~r ~~
flroie which a rrilwadr-line eaters theTtaotory ~ ~~~~~ 0H1~
of obssrvatica) it oon~ brick buihd3=~g, o. L00 a g0 metres, ,~,,
i ,.
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plus 5-~ timber storehouses. It employs 60-80 worlm~er-, This factory
is devoted eatirelaj- to timbei+rwosac: .part from w+codea aircraft
oamponente !or use at 8~ye, it also turns out w~oodea articles (vupboatds,
tables etc.) for the use of the factory oflioiaL.
9. Out o! bounds to worlmren at ~, One I(S-S1I tarn-a~a nse-y- o!
estimated length 1000 aetres. The airfield is used both for testing
and flping awa~q aircraft produced at 8l,H, and by the Russian iii' loroe~
in Yay 1958, about twenty small het aircraft and si= helioop~tern crate
usually to be seen pared an the North aids of the airfield; distance
merle closer ideuti!`Sroatian impossible.
At the 8astem estre.nity of the airfield, in Marsh 1958,
thirty worlaesn fr? 84B were aaployed mixing oonorete, both !or the nee
of the factory and of the airfield; in the latter case for the caer
crating o2' all aprons and taxiways arid, acaosding to the worl?en
canoerned, for new canstruatians, oP which no details were laiown, on the
Noz't~ Bide of the airfield.
On the East side of the airfields in a wooded area, Mare were
tartest for as estimated 200 men.
~CIET 6011TIOt
SECRET ~' ~ ~FICIALS INIr
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Ka1' to Sketoh of FACTORY No.848.
1. Worloers antrence.
2. Factory guard ro?.
3. Yedioal and first-aid building.
IF. No.11 shop (CHSEgi) : manufa~ature o! ?arioua metal parts oP
airorat't. Single storey, brink building o 50 z 1~0 metres.
5. Worbers wash-haue.
6. No.39 shop; Paotory garage. 31s~gle storey, brick building
0 70 : 30 metres.
7. No.33 shop: hot water and air ooaditioning plant suppl,ir~g
shale factory: o !~0 z 25 metres.
8. Un~clsrgrour-d petrol tanks (d3aandans sad capacity tu~owz) :
surramded by wooden fence.
9. 91ngl,s starsy brick building o lA0 z 60 metres. Divl,,ded into
two sections, No.25 shay and No.l,S shop. lto.25 shop (Nastem
aeotian oP buildngQ) maautaoturss tail sections oP airorat't,
Playa and engine cowlings t N o.15 ~p (Weateru section of
building) manutactu~res airaralt petrol tent and seat games.
LO. Fs~ctos-lr tire-fighting equip~uent, including tour-tire !'iis
engines. Brink building o 15 z 30 metres.
11. No.36 shop. Houses personnel responsible Por final checking
o? aircraft and installation of electrical equipment. Brick
building a 30 z 5O metres.
12. Worloers canteen. Slagle storey building a 10 z 15 metres.
13. Flight control tour.
L?.
1,5. I~nne~oes of No.36 shop (see 11 shame) . Wooden buildings.
16.
17. Aircraft weighing enoloair~e.
1B. Anr-eze aP No.3t~ shop. Painting of e3roraft internal oos~anents.
Steel trans aluminiun roofcd builc:in~ c 20 x 30 metres.
roofed
19. Steel frame aliain g o 60 z 40 metres, diridsd into
two helves: No.34 chap (Northern section of building)
aircraft spraying: No, l7 shop (Swthern seotian a~' building) ,
manuteotuse of carious small aluminium aostpanenta and spare
p~`ts ?
20. Brink building o 130 z 70 metres, divided into Pine shops:
1(0.11 shop, rifting of propeller shafts.
b 1(0.18 shop, s-aoufiotuuro of tldpring.
o ito.26 shay. On raised overlisad glatfosm above other
chaps, v~hhcLtery o~! air
craft seats.
(e)
II
o, jj chap. ginal aaswably of
aircraft.
21. Open squaw and fountain.
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ifC1E~'~a8i~~'~~~
~~~~~~< ?N~~ 50X1-HUM
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22. Briok building o 50 z 30 metres. No.10 shop, maiufaature of
all ruLbar oampatents of aircraft; also laatory plana3uQ
deparbnent; also houses aircra#'t designing abotian and dreo~-ir~g
iepas~ent.
23, No.19 shop. Yaau!'aature o? propeller shat'ta. Brisk building
o t~0 z TO metres.
24. Electricity transformer, 390 volts.
25. Female worloers medical atxi first aid.
26. Norkers canteen. Hriok building o 50 : 20 metres.
27. Brick building o 50 : ]5 aetrss. Jlunszs of No.21k chop od'
Factory No.BW-. Yanufa~oture of airos~aft eleotriaal
equipmentf aLo various weldlsig processes.
28. Steel franc aluminium-oavesed buildin6 0 60 z 70 metres.
w~ne~oe of Noll shop (see 4 abo*s) . Presses and lathes !ar
maratfaature of various metal oampaneats.
29. No.37 chap. P;.~.~~ of airorarft ocnq~or-ents for szport.
Steel frame al~ninium-oov~ered building a 30 z 60 metres.
30. Hriok building o 50 z 30 metres, oanstterctsd in 1956, e~
No.7 shop fraa Factory No.8t~,A was transtarYed Aers? I,atlrs
and presses for manufsature of various mslal oargtonents.
31. Huilditig o ]AO z 50 iaetres under oonst~votlan (Yaf 3,956) to
which an vnapsoified chap frog Fa~otory No.Bl~A was to bar bs~ru-
l~srred.
32. Steel frame d~uminiiaa-covered b~uild~ng c 20 z LO mom. L~t~
craft repair woadcshap.
33. Cement and brick building, three-et~oseya, o lZa s SO a41~.
On gs~aand floor asne~oe o! No.7 shop (see 30 abovs~.- O1Mniog
of steel sheets bsbug~it to faatory by rail Fiset sad seo~
floors are used ar stars-house for clothing aasd other tam
equipmeat.
3~. Cement and p~apsr store-house. Woodea but~irsg v JC s ]'fir
metres.
35. Canteen for O?~II~ worloaen. Wooden bul2di~ a 1~ s ~ ais~teati. '
36. ~ire~ce of No.20 ahap fr? Factory No.84~A. Bui1Ai~ and
oanstructian s+eotian. wooden building o 25 z 30 aotres.
37. Urydsrgrwnd potrcl tanks of udmawn oapewity.
38. Railway entrano~.
39. Yehiole entrance.
40.
Stare wall, 2.5 wtrss high, topped with bastes wire,
sur~caac~ding fsatas~r.
41. Look-aut posts inside the wall every 150 to 200 wises.
lF2. Railway lines.
Based wits oantinua-tiaa '~.r' wall ?~CRET CO~ITAO~
~a O~F~~r~~il~~.
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1~. Tarnac
wide.
1iS . ~ 50X1-HUM
svnwgr o 1000 -1200 metsre.long by 60 z 80 metres
b,5 ~ ~ Airarat't par'kin8 a~rac-.
~?
Note:
~~_
The abetoh-mqp is n+ot a scale areerin8?
tECREt ca~~RQ~
SE RET ~~~~~ ~ ~~ ~~~
~ ~~
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l _J
0
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SECRET ~"~7a``' m ~" ~- ~. ~ "
(~`~ 1. Produc ., h
~~ Production of the tvrin-eng~uzed passenger aircraft II,-lt} carssed in
r~;az~ch 1958, since when the resources of aircraft asserio~y plant B~,B
have been entire],y 3evoted to the development and production of a revr type,
~: ~ -Planning of the IIr-17 began in early 1957, a;zd the aircraft was still
both rulit~sy and civil versions of the aircraft, for both freight and
passenger transport, are aiiaed at; yap ~ ;arch 1959 on]y military
in the: exneriiae:~tal stw~;e in 9uareh 19>9.
frci~,hter prototypes had bc;c;n produced,~:lthou~i civil versions, both
frei~t c:.~d passenger, were, it rrr;s r~u;l ~~?-c~~, to be turned out in ~' a;.u.~er
!1 dl `~,
i he IIr17
The wings are placed at the top of the fuselage.
is 38 ~ 1+0 met~s, cliametc;r of fuselage ~ r
dir/Economic 1st June, 1958.
C'c-IICAIAV iircraft nssemb Plant "~ at T~FilCH'TT.
B;arch 1959 '
1959.
is a t:-rir.-engine:d turbojet aircraft he eatirlted length of tha fuselage
and wind-span 35 nat~e
its c+eigf:t is 12 ~ 11~ tons end a rsatter of concern to the
1
duralur_
designers vrho, in hi~lxch 1959, were considering what steps to take ir. oxd.:;r
to reduco it. The aircraft was said to be abl? t;o cur*_y one r-.;di~-sized
t^.:~lc arith its crew or t~-o ~111sint;lo-decker buses, vritliout passc.i~;ers.
'~:.~ military version was to be armed rr~th a "1,w~" on top of t:~ie i'ssulage,
at the junction of the win s, ono rear rachine~?w~ ~.nd :men ~4:.chine?~g~
"uilci-ncath" tti:e fuaelago. There is a rear loading door ci-,d :. ioth.:r on th::
left side of tho fuselage. Tho interior of the aircrcf''C is entirely of
~,~ Production of a prototype be~;rn in 2darch 1958. In July 19j8 tlx:: first
.
r
there is axi .ircrr.~'t testing est