Tashkent Mechanical Plant

Tashkent Mechanical Plant

Native name	Ташкентский механический завод
Formerly	Tashkent Aviation Production Association named after V. P. Chkalov (TAPO, TAPOiCh)
Company type	State-owned enterprise
Industry	Aerospace, mechanical engineering
Founded	1932 in Khimki, Moscow region, Soviet Union
Defunct	(as TAPOiCh) 2012 (ceased aircraft manufacturing)
Fate	Rebranded and restructured; ceased aircraft manufacturing in 2015
Successor	Tashkent Mechanical Plant (from 2014)
Headquarters	Tashkent , Uzbekistan
Area served	Uzbekistan, CIS countries, international markets
Key people	Vadim P. Kucherov (former General Director of TAPO)
Products	Aircraft manufacturing, aircraft parts and components, aviation maintenance, repair and overhaul services
Number of employees	approx. 30,000 (at peak)
Parent	Uzbekistan Railways (since 1 May 2015)

Overview

Tashkent Mechanical Plant (abbreviated as TMZ) (Uzbek: Toshkent Mexanika Zavodi), previously known as Tashkent Aviation Production Association named after V. P. Chkalov (commonly referred to as TAPO or TAPOiCh) (Uzbek: V.P.Chkalov nomli Toshkent aviatsiya ishlab chiqarish birlashmasi), stands as a prominent high-tech enterprise in Uzbekistan. The facility was originally relocated from Russia to Uzbekistan, then part of the Soviet Union’s rear areas, in 1941 amidst the events of World War II.

In September 2010, the company declared bankruptcy and initiated plans to cease all aircraft manufacturing by 2012 under an external management regime. This management phase concluded in November 2013 after reaching settlements with creditors the previous month.

Despite these challenges, there was interest from Russian stakeholders in reviving production activities, particularly focusing on manufacturing Ilyushin Il-114 passenger and cargo planes, while maintaining its core competencies in aircraft assembly, overhaul, and repair. These intentions conflicted with the Uzbek government’s strategy to discontinue aviation-related manufacturing and prioritize production of structural components, household goods, automotive spare parts, and agricultural machinery.

On 1 January 2014, the organization was rebranded as "Tashkent Mechanical Plant" and officially resumed operations as a legal entity on 24 January 2014. By 2015, the company had withdrawn from aircraft manufacturing entirely but continued producing aircraft parts and components alongside providing aviation maintenance, repair, and overhaul (MRO) services.

Following a presidential decree issued by then-President Islam Karimov on 30 April 2015, control of Tashkent Mechanical Plant was transferred to Uzbekistan Railways effective from 1 May 2015.

Origins

Throughout the initial two five-year plans, the Soviet administration aimed to fulfill the aviation industry's needs through domestic manufacturing.

During the first plan, the ANT series of aircraft was developed. These airplanes significantly influenced the civil aviation sector; however, advancements in subsequent decades led to their obsolescence, prompting either modernization or replacement.

The second plan saw the establishment in 1932 of the 84 Repairing Factory of GVF (Civil Aviation Fleet) located in Khimki, within the Moscow region. This facility was later renamed the Aviation Factory in honor of V. P. Chkalov. Valeriy Chkalov, renowned as one of the most skilled Soviet test pilots, tragically died on 15 December 1938 during a test flight of the Polikarpov I-180 prototype.

Overview

TAPOiCh functioned as a versatile enterprise. This organization was tasked not only with aircraft manufacturing but also with contributing to the social welfare of its host city and managing healthcare services for its workforce. Over its extensive operational history, TAPOiCh produced a diverse array of aircraft models including: I-15, I-16, I-153, Li-2, Il-14, An-8, An-12, An-22, and Ka-22. Additionally, it manufactured components such as the wing and central fuselage sections for the An-124 and An-225. The company also developed various Il-76 derivatives like the Il-76K, ‘Scalpel’, Scip, Il-78, and A-50.

Initial Developments

Founded in 1932 at Khimki in the Moscow region, the Tashkent Aviation Production Organisation began its activities. By 1935, it received a commission to convert the civil aircraft ANT-9 into a propaganda plane known as "Krokodil".

Preparations commenced in 1936 for licensed manufacturing of the Douglas DC-3. By 1939, after modifications suited for local requirements, production began under the designation PS-84.

In 1937, prototypes of V. Levkov's hovercraft design called L-5 were constructed.

The year 1939 also marked V. F. Bolkhovitinov’s oversight of building a new light bomber model named Su-2.

Wartime Period

In December 1941, both the factory and its personnel were relocated by train convoy to their current location in Uzbekistan. Production resumed in January 1942.

During this era, focus centered on manufacturing the Li-2, a licensed variant of the Douglas DC-3. This aircraft became emblematic for both the factory and its workers and was prominently displayed near the main entrance.

The Era of Major Air Transporters

As World War II drew to a close, a new geopolitical tension—the Cold War—emerged, shaping fresh objectives for Factory No. 84.

• In 1954, the factory produced its inaugural transport aircraft, the Il-14.
• By 1957, the first An-8 model rolled off the production line.
• In 1960, the facility contributed to developing the Ka-22 rotorcraft.
• The first An-12 was completed in 1962.
• Despite initial technical challenges, in 1966 the factory built its first An-22, known as “Antaeus” (Ukrainian: Антей, Antei).
• In 1972, the Tashkent Aviation Production Association was established by integrating the existing plant in Tashkent with new facilities in Andijan and Fergana.
• The first Il-76 was manufactured in 1973, with a total of 950 units of this versatile transporter produced at this site.

Additionally, this plant was responsible for manufacturing wings for the An-124, AN-225, and An-70 aircraft models. The government-operated Chkalov Tashkent Aircraft Production Company, located near Tashkent, stands as one of Central Asia’s largest and most critical aircraft assembly centers. Employing approximately 30,000 workers, it ranks among Uzbekistan’s most significant enterprises.

Post-Soviet Period

File:IL76 Tapoich.jpg

Il-76 displayed at the entrance of Tashkent Aviation Production Association

During this era, production included various Il-76 cargo aircraft models—TD, MD, MF, and TF variants—as well as wings for the An-70. In September 1996, the Chkalov facility commenced manufacturing both cargo (IL-114T) and passenger versions of the IL-114. The newer IL-76MF and IL-76TF models boast payload capacities exceeding 52 tons and feature advanced fuel-efficient, low-noise engines. The IL-114-100 variant is powered by Pratt & Whitney engines from Canada (a subsidiary of United Technologies Corp), offering over 6000 flight hours of service life. The base IL-114 uses Russian-made TV-117C engines. These IL-114 models are designed to replace aging Antonov An-24 and Yakovlev Yak-40 aircraft. A collaborative partnership with Boeing has also been established.

In early 1995, Prime Minister Utkur Sultanov sought assistance from the U.S. Government to transition the Tashkent Aircraft Production Association (TAPO) from a state-run military manufacturer into a commercially viable private enterprise. Responding to this request, the U.S. Trade and Development Agency (TDA) granted two Technical Assistance Grants totaling US$1.6 million to support development and marketing efforts for TAPO-produced aircraft on commercial terms.

The Russian Ilyushin Production Complex was formed in January 1997 to consolidate all Il-family aircraft designers and manufacturers. By 1998, this complex encompassed the Ilyushin R&D bureau; Voronezh Aircraft Manufacturing Enterprise (VASO); and TAPOiCh (Tashkent Chkalov Aircraft Manufacturing Enterprise). However, Uzbek authorities demanded US$300 million for transferring control of TAPO to Russia—a price Moscow deemed excessive despite TAPO assembling Il-76s for the Russian air force. Given TAPO’s successful export contracts for Il-76 and Il-78 aircraft, Uzbekistan opted to maintain ownership.

On 17 June 1998, Vadim P. Kucherov, General Director of TAPO, signed a Prime Contractor’s Agreement with Emerging Markets Finance Corporation (EMFC) at the American Business Center in Tashkent. EMFC—a U.S.-based consultancy specializing in CIS aviation projects—was tasked with coordinating efforts among Pratt & Whitney Canada, AlliedSignal Aerospace, Price Waterhouse, UzinvestProject, and Uzavialeasing to develop financial structures facilitating sale and leasing of TAPO-manufactured Il-114 aircraft within the CIS and internationally.

The Pratt & Whitney PW127H engine model received Canadian and Russian/CIS certification in December 1999 and powers a new passenger version of the Ilyushin IL-114. Manufactured by TAPO in Tashkent, this IL-114-100 received Russian type certification on 27 December 1999. Uzbekistan Airways became its launch operator. The PW127J engine powers the MA-60 aircraft that entered service in September 1999 with Changan Airlines in Xian, China.

The plant anticipated substantial profits in 2000 due to orders for IL-114s and upgraded Il-76 models. The enhanced Il-76MF features Snecma engines from France. Continuing collaboration with Russia's Ilyushin design bureau aimed at securing global market segments for these products. Agreements were signed with both the United Arab Emirates and China for fifteen Il-114-100 units each. Additionally, China received twenty modified Il-76s from this facility. Contracts initiated during Uzbek presidential visits to China further expanded cooperation. Local Uzbek aviation companies ordered three Il-114s equipped with Canadian engines. The plant also secured contracts to overhaul four Il-76s operated by India.

By March 2002, TAPO had signed a contract for delivery of three Il-78 tanker aircraft to India. Negotiations were ongoing with China regarding an undisclosed number of Il-78 tankers under Rosoboroneksport’s auspices. Approximately forty-five Il-78 tankers were produced at TAPO; export prices per unit ranged between US$25 million and US$35 million.

In 2005, the company assembled and delivered five aircraft to customers. In 2006 it completed one of two ordered IL-76TD-90VDs for Volga-Dnepr Airlines. Media reports indicated that export revenues from unspecified aircraft types reached US$16 million in 2006—about 10% of planned volume. In 2007 production included two Il-114-100s for Uzbekistan Airways; one IL-76TD for Azerbaijan; and one IL-76TD-90VD for Volga-Dnepr Airlines.

Like much of the former Soviet aerospace sector during the early 1990s, TAPOiCh faced severe financial challenges caused by declining state orders. This led to a brain drain among skilled personnel compounded by widespread anti-Russian sentiment impacting core technical staff across former Soviet republics. Survival depended largely on legacy Soviet-era aircraft production contracts. The most lucrative order was a $152 million deal with India for six Il-78MKI refueling tankers fulfilled in 2004; other contracts included manufacturing three IL-76s delivered to Azerbaijan and two more ordered by Volga-Dnepr Airlines.

A more promising outlook emerged with passenger aircraft production—specifically the IL-114 model finalized in the late 1980s. By 2008 approximately thirty IL-114s were at various assembly stages at the factory. In 2001 Uzbekistan Airways contracted TAPOiCh for three Pratt & Whitney-powered IL-114 units; six additional aircraft orders followed in 2007. In May 2006 ZAO Tehnospetsstal-Engineering from Saint Petersburg signed an agreement with GAO TAPOiCh to supply thirty IL-114 planes equipped with Russian TV7-117S engines; delivery was scheduled through 2008. Furthermore, an agreement involving IFC and Ilyushin was signed in July 2006 to deliver thirty IL-114-100 units over four years. Also in 2007 Ilyushin secured contracts supplying two Russian airlines with ninety-eight IL-114 aircraft.

On 6 February 2008, TAPOiCh formally joined Russia’s United Aircraft Corporation (UAC). The integration agreement was signed by Russia’s First Deputy Prime Minister Sergei Ivanov and Uzbekistan’s Vice Premier/Finance Minister Rustam Azimov in the presence of Vladimir Putin and Islam Karimov. UAC acquired a controlling interest amounting to fifty percent plus one share in Tashkent aviation assets; full integration was planned before year-end.

Economically, TAPOiCh faced difficulties: authorized capital stood near US$26.2 million; losses reached US$4.4 million in 2006 following a net profit of US$1.8 million in 2005. During that year Ernst & Young and Deloitte conducted independent evaluations of TAPOiCh at UAC’s request. According to UAC leader Alexei Fedorov, an additional share issue based on TAPOiCh’s valuation would enable exchange for majority ownership stakes within Uzbek enterprises—paving the way for UAC control over Tashkent’s plant.

Uzbekistan

The Republic of Uzbekistan declared independence on August 31, 1991; recognition by the United States followed on December 25 that year. Compared to other former Soviet states, Uzbekistan has progressed more slowly with reforms politically and economically—retaining many Soviet-era characteristics. Its relative economic isolation has somewhat shielded it from turmoil affecting other NIS countries.

In October 1996 IMF suspended its Standby Arrangement pending corrective actions aligned with Uzbekistan’s growth and inflation targets; negotiations resumed only in 1999–2000 aiming to reinstate support contingent upon currency liberalization and economic reform progress.

President Karimov promoted a concept he termed “Eastern Democracy,” advocating gradual reforms under tight governmental control over all economic sectors—from major industries to currency exchange rates—as part of managing Uzbekistan’s transition from a Soviet command economy toward market mechanisms. Consequently, Uzbekistan’s system remains more reminiscent of its Soviet past than other NIS nations.

Privatization efforts have lagged similarly; although Karimov announced an ambitious plan in October 1995 targeting implementation between late 1998–2000—including previously inaccessible major companies—the initiative has met limited enthusiasm so far. The initial tender involving Almalyk Copper Plant was widely viewed as unsuccessful due to insufficient investor interest.

Subsequent denationalization phases began through Cabinet resolutions issued December 1999 and March 2000 dividing enterprises into three groups; among them were twenty-seven key companies including Chkalov Aviation Production Association. Shares of these strategically important firms are scheduled for selective sales linked to individual projects while maintaining state ownership stakes—often retaining majority control (51%) in leading enterprises such as TAPOiCh.

In March 2000 Russian Deputy Prime Minister Ilya Klebanov met with Uzbek presidential security adviser Mirakbar Rahmonqulov in Moscow to discuss joint ventures focused on maintenance/upgrading military hardware and training Uzbek specialists on aircraft and armored vehicles within Russia’s facilities. Preparations were underway for establishing an interstate aviation corporation involving Chkalov; signing was expected by May 2000 aiming to create one of world’s largest aviation conglomerates.

The Uzbek-Swiss-German joint venture Hobas-TAPO began producing non-metallic pipeline pipes serving oil, gas, and chemical industries within Uzbekistan—half destined for export while remainder serves domestic demand. Established at end of 1997, Hobas-TAPO comprises fifty percent ownership by Tashkent-based Chkalov Aviation Corporation; Swiss Hobas AG holds forty-seven point five percent; German Wemex Handel GmbH owns two point five percent stake in charter capital.

Post-Soviet Production

File:Gao Tapoich building.JPG

TAPOiCh facility in 2009

Following the dissolution of the Soviet Union, TAPOiCh encountered significant challenges due to a lack of funding and limited access to technical components from its Russian collaborators. Since 1991, the plant has manufactured approximately ten Il-76MF/TF airframes, with two units currently being finalized for the Jordanian Air Force. The IL-76MF/TF variants represent an extended version of the IL-76 model.

Recent deliveries of military and civilian Il-76 and Il-78 aircraft to the Indian Air Force and select civilian operators were completed using a substantial inventory of previously constructed but unsold airframes. These were all based on the original, shorter airframe design, as the stretched versions remain stored at the Tashkent facility.

In 2002, TAPOiCh successfully produced its first export variant of the Il-114 aircraft.

A contract was secured in 2005 with China for five units of the Il-78. That same year, three IL-76TD aircraft were handed over to Beriev for modification to the Beriev A-50 standard, incorporating upgrades such as the Perm 90 engines, intended for service with the Indian Air Force.

Between 2006 and 2010, the factory delivered five civilian IL-76TD-90s to operators including Volga-Dnepr and Silk Way Airlines. These models were equipped with updated Perm 90 engines compliant with ICAO Chapter IV noise regulations, enabling global operational clearance.

In June 2009, an IL-76TD was delivered to Silk Way Airlines, and on 29 October 2010, the first production Il-76MF destined for Jordan’s Air Force was flown to Moscow for further testing and completion.

Reports from 4 July 2007 indicated plans for TAPOiCh to join the United Aircraft Building Corporation. Between 2010 and 2012, there were intentions to manufacture 24 Il-76MF freighters for China in partnership with AviaStar, a joint venture based in Ulyanovsk, Russia. However, this agreement did not materialize, and TAPOiCh ultimately did not become part of the Russian aviation conglomerate.

External links

• Official website (in Russian)