History

The enterprise history dates back from July of 1939, when by virtue of the USSR Government Decree № 187 of 01.07.1939 it was established respective plant № 168, based on domestic wood working integrated works in RYAZAN city, which later on was transferred under the auspices of the Peoples’ Commissariat of the aviation industry.

In that time main produce of said plant were wooden aviation propellers, intended for military and civil airplanes, as well as field photo laboratories for air photo shots treatment.

In the beginning of the Great Patriotic War they started to produce at this plant MIG-3 fighter wings and then they started to produce КЦ-20 landing twenty seat gliders. In October of 1941 this plant was evacuated to VOLZHSK town of Mari ASSR, where it was arranged production of UT-2M aircraft instead of КЦ-20 gliders.

In October of 1944 said plant № 168 was transferred from VOLZHSK town to Rostov-on-Don city, on the territory of available aviation plant № 87, being established in May of 1943, based on local motocar assembly plant. Local plant № 87 became a member of the plant № 168.

UT-2M and PO-2 Airplanes

YaK-14 Landing Gliders

In 1949 the Company began to produce YaK-14 landing gliders.

IL-10 Airplane

In the early fifties wooden aircraft with piston engines were replaced by all-metal structure aircraft. In 1952 production of IL-10 attack planes was developed.

IL-40 Airplane

Mi-1 Helicopter

In 1956 a new line of development was taken, the production was converted to manufacture of helicopters. The Mi-1 became the first-born helicopter, developed by the Design Bureau headed by M. L. Mill. It was then that creative cooperation of the Company and the Mil Design Bureau started. The Mi-1 helicopter was manufactured serially in ambulance, passenger and crop-spraying versions. Twenty seven world records were set by the Mi-1 helicopter.

Mi-6 Helicopter

In 1959 the Company productionized the first heavy-lift transport/landing helicopter, the Mi-6. Sixteen world records in flight speed and cargo lifting were set with the Mi-6 helicopter. The Mi-6 performed missions of construction of bridges, installation of industrial equipment, transportation and installation of drilling rigs and other construction/installation missions. The helicopter was in serial production since 1959 for more than 20 years.

Mi-10 and Mi-10K Helicopters

In 1964 the Company productionized the Mi-10 heavy-lift helicopter. This helicopter was designed for airlifting of bulky cargoes weighing up to 15 tones on a cargo platform. It was manufactured serially since 1964; Several world records in cargo lifting were set with the Mi-10 helicopter. In 1974, a unique sky crane, the Mi-10K was developed based on the Mi-10. It is still successfully flying national-economy missions.

Mi-24D (Mi-25) Helicopter

The Mi-24D transport-combat helicopter had being serially manufactured at “Rostvertol” PLC since 1985. More than 600 machines have been manufactured. The aircraft is designed for: destroying enemy’s armored Materiel, fire support of land forces units, troops landing, casualties evacuation, as well as transportation of cargoes inside cargo cabin and on external sling.

Mi-24V (Mi-35) Helicopter

The Mi-24V (Mi-35) helicopter is a modification of Mi-24D with more powerful armament complex. Since 1984, it has been serially manufactured at “Rostvertol” PLC. More than 250 machines have been manufactured.

Po-2 Airplane

On 07.01.1928, Po-2 performed its maiden flight, and, from this moment, its truly triumphal procession began. It was included in the number of airplanes, which, for the first time, represented Soviet Union at International Aviation Exhibition in Berlin in 1928. 33 000 Po-2s of 14 various modifications have been built during 25 years. All the pilots who took part in World War II have passed initial training course on this airplane.

From 1930 till 1962, it has been the main airplane of agricultural aviation. It has been used for passenger transportation, maintaining communication with hard-to-access areas, forest conservation, searching damages of high-voltage power lines, shooting the wolves, school surveillance.

Po-2 (U-2) initial training airplane is a really legendary machine. It was the first airplane on which practically all the pilots performed their first flights in the 30s. So many stories about its reliability, “volatility” and absence of failures have been told, and epics about its application during World War II can be easily written in many volumes. It is one of a few airplanes, which become a movie hero made in the 40s (“Sky Slow-mover”).

In July 1926, Technical Task on developing the initial training plane with M-11 engine of A.A. Shevtsov design was issued by Aviation Department to N.N. Polikarpov. Piloting simplicity and cheapness requirements were the main points of the whole project. However, the first version of the airplane, known as “U-2 with thick wing”, was found unsuccessful. The machine was overweighed, badly climbed (1000m for 11,5min.), and unstable in flight. M.M. Gromov in early January1928 tested the second lightweight version with new wing of thin profile.

U-2 had large reserve of stability in pitch, and did not enter spin at stall, and, being purposely entered spin, it came out of spin by itself at control stick neutral position. At stall, the airplane lowered its nose section and picked up speed again, forgiving piloting gross errors. Certainly, the engine’s low power adversely affected: maximum speed did not exceed 156km/h, and altitude of 2000m the airplane gained within 14 and more minutes.

First line of U-2 was ordered in March 1928, and 25 machines have been built till the middle of 1929, and further on, U-2 output has been constantly increased. 1508 airplanes had been built during 1933. Mass serial production of Po-2 continued till 1953, and, after cessation of gross production, workshops and repair bases of Aeroflot continued to build it at least till 1959. In the course of serial production, various versions of M-11 engine have been used: M-11D (115h.p.), M-11G (120h.p.) ant others.

After World War II, Po-2s have been built in Poland under license (with CSS-13 designation) under the initial project with M-11 engine, and form the mid-50s they have been manufactured in Yugoslavia, but under changed project, using “Minor-6” in-line engine with air-cooling.

First of all, U-2 used as airplane of initial training in air-clubs, military and civil flight schools. But the machine was universal one, and obtained general recognition as communication, transport, medical, agricultural, etc. Practically, all the modifications of Po-2 (U-2) were similar and differed only in equipment.

UT-2M Aircraft

These aircraft were developed almost simultaneously by a group of A. S. Yakovlev. In May 1935 tests of a UT-2 two-seater with M-11 engine of 100 h. p., and in summer — of a UT-1 one-seater with M-11E engine of 150 h. p. began.

UT-2 — a two-seater lowplan trainer, further development of AIR-9 and AIR-10, but fuselage and center-section — wooden. Aircraft skin — plywood with linen. UT-2 wing area — 17,12 sq. m, empty weight — 616 kg, takeoff — 938 kg.

The aircraft was manufactured in two versions: with M-11E engine of 150 h. p. and with “Ben-gali” Reno engine of 140 h. p. The weight of both aircraft was minimum, rather close, fuel re-serve — for 2 hours. Flight data turned out to be high. However, during State tests a requirement was set out on increase of fuel reserve up to 7 hours and to change the seats for providing the possibility to use parachutes, what initially was impossible. Gross weight grew by 112 kg; flight quality slightly reduced, but nevertheless remained rather high. The Conclusion of AF SRI stated that the aircraft with M-11E engine is very god and can be recommended for pilots’ initial train-ing. The version with Reno dropped out since this engine was not going to be built here.

In 1937 UT-2 aircraft was put on floats (as the AIR-6) and it set up three world records. Soon UT-2 aircraft was accepted for serial production but with standard M-11 engine for initial train-ing purposes. Introduction into serial production began in September 1937 on two Plants. Due to a simple and cheap structure there were no difficulties in introduction. Later on the aircraft was manufactured at five Plants.

UT-2 became one of the main training aircraft at military schools and aeroclubs. Its speed — 205 km/h, ceiling — 3500 m. Stricter in piloting the UT-1 was used mainly for training pilots — subdivision commanders and instructors. Its speed — 257 km/h, ceiling — 7120 m. During the pre-war period pilots-sportsmen set up on the UT-1 and UT-2 several world records (including women’s) in altitude, speed and range for an aircraft of such weight category. UT-2 was built se-rially from 1937 to 1944, and to 1948 was the main training aircraft at AF flight schools.

In order to improve spin characteristics in 1941 the UTM-2 aircraft was created on which a wing with small sweep along the front edge, increased vertical tail area were applied, and the center of gravity was displaced forward. The logical continuation of UT-2 became Yak-18 — an all-metal aircraft with retracting landing gears, created in 1946, which according to all its geo-metric parameters and aerodynamic characteristics practically repeated the UT-2 produced in 1937.

Yak-14 Troop Carrier

Yak-14 — thirty-five — seat troop carrier designed by A.S. Yakovlev. Manufactured in 1948.

Airframe scheme -semicantilever high-wing with three-wheel landing gear and nose wheel.

Wing with rectangular centre wing and trapezium-shape consoles was supported by brace with a counterbrace. Ailerons and wing flaps were placed along rear edge, in the nose section — interceptor. A square-section fuselage with rounded nose part was made of welded chromansil tubes and covered with cloth. Fuselage front and tail section could turn sideways making two doors bulky hardware. Crew cabin for two crew members was placed above the fuselage. Empennage — single-fin. Fin with fore fin comprised the whole structure with fuselage. A stabilizer was fixed on the aircraft fin. Elevation/Yaw rudders were of rectangular shape.

Not big LG struts had an oil pneumatic absorption and wheels with brake. Besides, there were also two LG skis with rubber absorption for landing on the unprepared limited-size sites. Shock struts’ pressure could be reduces to make easier loading and landing. Airframe lifting from ski onto wheels was implemented with a help of a compressed air from the airborne circuit.

IL-10 Airplane

At the end of 1944 aviation units started to get new IL-10 low-flying attack plane, which was direct development of famous IL-2. Like its “elder brother” IL-10 low0flying attack plane was an armored metallic construction monoplane.

More high-speed wing profile with square 30.0 sq.m was selected by the designer for a new airplane. Its square was reduced by 22% and its span — by 8% in respect of IL-2 wing. IL-10 had even more powerful than IL-2 armament. Taking into account battles experience, the designers equipped the plane with four guns, first caliber 20mm and than — 23mm. Besides that, eight RS-82 rocket missiles could be placed under IL-10 wing, and in wing center section bomb compartments and on the external sling the plane could carry up to 600 kg of different caliber bombs. While the weight of empty helicopter was 4680 kg its maximum take-off weight was up to 6500 kg. IL-10 had landing gear which could be retracted along the flow backwards, then it turned and was fully placed in wing, their were no pods for landing gear already and the wing became almost clear. Tail wheel was retracted in fuselage. Due to these and some other aerodynamics improvements, maximum speed of IL-10 with AM-42 motor in 1750/2000 h.p. reached 507 km/h and at altitude 2800m the speed of IL-10 could reach 550 km/h. This altitude could be reached for less than 5 min. The prototype was manufactured in April 1944 and by June 9 it was tested (pilot A.K. Dolgov). On the 23d of August it was decided to star its serial production and in October the delivery of the planes to military units started. During first postwar years all low-flying attack aviation of our country was equipped with IL-10 plane.

Besides main version, the designers created the improved type of IL-10M ((was being built during 1953-1954) with a more powerful armament, a bit larger mass but with a better stability and controllability. UIL-10 (IL-10U) trainer was also used till 60-ies.

IL-40 Attack Aircraft

IL-40 is the first in the world low-flying attack aircraft with turbojet engine developed in Aviation Company named after Ilyushin. The aircraft was created in 1953 as replacement to IL-10M low-flying attack aircraft. In initial configuration the plane had lateral air intakes but during test firing gunpowder gases penetration into engines was revealed. The plane was modernized by way of air intakes lengthening till fuselage nose part.

Applying into serial production started but the program was ceased due to Air Force refusal from low-flying attack aircraft. At the end of 60-ies the modernized version of the plane under IL-40 designation was again offered to Air Force but the preference was given to Su-25 low-flying attack aircraft. The plane served as basis for creation of IL-102 lwo-flying attack helicopter.

Mi-1 Helicopter

The first helicopter of Mil Design Bureau was initially named GM-1 (Mil Helicopter-1). GM1 was developed as communication helicopter. One pilot and two passengers were to be onboard. The helicopter was built according to classical one-rotor scheme with three-blade main and tail rotors.

Designing the whole original construction, Soviet engineers tried to take into account the experience of Soviet and foreign autogyro- and helicopter building but they had to proceed from real possibilities of our aviation industry.

So, the only helicopter engine in the USSR was star-shape seven-cylinder AI-26GR engine designed by A.G. Ivchenko, the power of which was 500-550 h.p. The first Mil helicopter was created for the installation of this engine.

Main rotor diameter was 14,346m, tail rotor diameter comprised 2,5m. Main rotor blades had tapered shape and were attached to the hub by means of drag, flapping and feathering hinges. The hub diagram was with separated drag and flapping hinges. Friction dampers were used for damping of blades oscillation in the rotation plane. Main rotor blades design was of mixed type: made of steel, composed from three telescope pipes spar, wooden ribs and stringers, plywood and fabric covering. Blades collective and cyclic pitch was changed by swash plate assembly of ring type installed under hub. In order to exclude the loss of blade stability Mikhail L. Mil offered installing special universal join into the blade installation angle control shaft (in place of drag hinge location). Tail rotor trapezoidal wooden blades were attached to hub with the help of flapping and feathering hinges.

First serial Mi-1 were delivered to separate training-communication squadron in Serpukhov where transport aviation pilots were re-trained on them. Transport aviation regiments were to be re-equipped with Mi-1 helicopters but instead of that serial machines were delivered into aviation wing of military divisions, which were later transformed into squadrons.The helicopter was built both for civil and military application.

The helicopter modifications:

Mi-1 — standard version with one pilot and three passengers.
Mi-1 — Moskvich upgraded version; later the description “Moskvich” was thrown off.
Mi-1NH — the utility helicopter version.
Mi-1P — version with floats.
Mi-1T — the next Mi-1 standard serial helicopter with one pilot and two passengers.
Mi-1U — trainer version with dual control.

The first machine of Mil Design Bureau gave the beginning to the large-scale manufacture and wide practical helicopters application both in the USSR and several other countries.

Mi-6 Helicopter

The first Russian-made Mi-6 heavy lift helicopter with *turbojet engines was developed by Mil Design Bureau.

Mil Mi-6 helicopter made its first flight in September 1957 and at that time it was the biggest helicopter in the world. Its maximum useful payload exceeded the total weight of Sikorsky S-64A helicopter, which appeared ten years later.

The helicopter had traditional configuration, was equipped with two easily removable small-size wings with relieves the load from main rotor in cruise flight. During heavy loads lifting these wings were removed in order to provide useful payload increase.

Mi-6A has become serial version of the helicopter, its manufacturing program by the moment of production termination in 1981 comprised 800 pieces.

Mi-6 helicopter were exported to Algeria, Egypt, Ethiopia, Iraq, Syria, Vietnam and Peru. Mi-6 was also widely exported by Aeroflot in civil construction works and as universal heavy lift transport.

For creation of Mi-6 Mil Design Bureau was awarded in 1961 by American Helicopter Society International I.I. Sikorsky Price.
The helicopter was widely used in Air Force and Aeroflot for transportation of passengers, loads and equipment including transportation on external sling.

16 world records were set on Mi-6.

Mi-10 and Mi-10K Helicopters

The first V-10 helicopter-flying carne prototype built on the base of Mi-6 helicopter performed its first flight in June 1960.
The helicopter can transport cargoes with length up to 20m, height up to 3,5m, width up to 5km (in case of cross-shape form of the cargo — up to 10m), weight 12t at distance up to 250km and weight 15t — at shorter distances.

In 1965 two world records were set on specially prepared Mi-10 helicopter with landing gear from Mi-6: load weighing 25,1t was raised at altitude 2840m and 5t cargo — at 7150m.

Mi-10K is the modification of Mi-10 helicopter with shortened four-strut landing gear and additional suspended cabin in pod under fuselage nose part with full set of controls and seat for pilot faced backwards.

During mounting and loading-unloading works performance one of the pilots goes to the suspended cabin and sits down face to the cargo getting an opportunity to perform the helicopter control and watch the cargo simultaneously/ “Economy” at struts allowed to increase weight of the cargo transported on the external sling up to 11t and lower working place provided jewelry accuracy of mounting operations.

The first flight of Mi-10K helicopter took place in January 1965. During period of serial production 55 helicopters were built, several of them were delivered abroad.

Mi-10 and Mi-10K helicopters were widely used for transportations, oil-rigs mounting in gas-oilfield regions of West Siberia and Extreme North and for unique mounting works during construction and reconstruction of industrial enterprises allowing to reduce considerably time of works and their cost.

Mi-24D (Mi-25) Helicopter

Mi-24D transport-combat helicopter is intended for: destruction of the enemy’s armored equipment, land forces fire support, assault landing, casualties evacuation, as well as for transportation of cargoes in cargo cabin and on the external sling.
It has been serially produced at Rostvertol PLC since 1984. More than 600 machines were manufactured.

Mi-24D is a multi-purpose attack helicopter, “infantry flying machine” developed in Mil Design Bureau.

The helicopter has become the second serial version of Mi-24 helicopter. Shape of fuselage nose part was changed (there appeared pilot tandem), new radio and electronic equipment appeared on the helicopter (including complex sensors of wind direction), aluminium rotor blades were replaced with composite ones made of steel and fiberglass.

For crew protection new titanium armor, bearing shots from 20-mm guns, as well as armored cockpit were installed. Many aluminium parts and units were replaced for steel and titanium ones.

The helicopter armament included new Falanga-P anti-tank missiles, united with Raduga-F guidance system. This resulted in practically double increase of firing accuracy.

Armament:

Missile armament:

• Falanga-P anti-tank missile complex with up to 4 Falanga missiles.

Rocket armament:

• UB-32A-24 units with S-5 aviation rockets caliber 57 mm, up to 4 units, 32 rocket per unit;
• B8V20-A units with S-8 aviation rockets caliber 80 mm, up to 4 units, 20 rockets per unit.

In-built small-arms/gun armament:

• SPSV-24 flexible machine gun unit with 9-A-624 machine gun, caliber 12,7 mm, 1470 rounds.

Suspended small arms/gun armament:

• UPK-23-250 suspended gun pod with GSh-23L gun caliber 23 mm (250 cartridges) 2 containers per helicopter

unified helicopter gun pod (GUV) in versions:

• One 9-A-624 machine gun caliber 12,7 mm (750 cartridges); two 9-A-622 machine guns caliber 7,62 mm (2800 cartridges) (2 pieces per helicopter);
• 9-A-800 granade launcher caliber 30 mm (300 shots) (2 or 4 pieces per helicopter).

Bomb-mine armament:

• Aviation bombs caliber up to 500 kg inclusively (2 pieces);
• ZB-500 ignition unit (2 pieces);
• KMGU-2 small-size cargoes container (2 pieces)

The helicopter was used in the following versions:

Combat version:

• search and destruction of tanks, armored vehicles, enemy's manpower;destruction of protected objects and aerial targets;
• mine fields installation;
• search and destruction of boats and other small-size floating means;
• fight against enemy's low-speed and low-flying aircraft

Assault version:

• transportation of 8 troop-carriers with full ammunition inside cargo cabin.

Cargo version:

• transportation of cargoes weighing up to 1500 kg inside cargo cabin and up to 2400 kg on helicopter external sling.

Medical version

• transportation of two stretcher cases and two seated casualties accompanied by one medical attendant.

Main tactical-technical characteristics:

Mi-24V (Mi-35) Helicopter

Mi-35 transport-combat helicopter is intended for: destruction of the enemy’s armored equipment, land forces fire support, assault landing, casualties evacuation, as well as for transportation of cargoes in cargo cabin and on the external sling.
It has been serially produced at Rostvertol PLC since 1984. More than 250 machines were manufactured.

Mi-24V is a multi-purpose attack helicopter, “infantry flying machine” developed in Mil Design Bureau. Mi-24V innovations — separate cabins, YaKB-12,7 machine gun and Shturm-V anti-tank complex.

Mi-24V is exported under the designation Mi-35.

Mi-24V was equipped with optronic (TV for low levels of illuminations) observation-sighting system in right one and missile guidance radio command system in left nose fuselage fairings, radar, radiation warning receiver, “Lipa” IR jammer, state-belonging identification system, photo film machine gun, ASO-2V containers.

Armament:

Missile armament:

• Shturm-V anti-tank missile complex with up to 8 Shturm or Ataka missiles.

Rocket armament:

• UB-32A-24 units with S-5 aviation rockets caliber 57 mm, up to 4 units, 32 rocket per unit;
• B8V20-A units with S-8 aviation rockets caliber 80 mm, up to 4 units, 20 rockets per unit.

In-built small-arms/gun armament:

• SPSV-24 flexible machine gun unit with 9-A-624 machine gun, caliber 12,7 mm, 1470 rounds.

Suspended small arms/gun armament:

• UPK-23-250 suspended gun pod with GSh-23L gun caliber 23 mm (250 cartridges) 2 containers per helicopter

unified helicopter gun pod (GUV) in versions:

• One 9-A-624 machine gun caliber 12,7 mm (750 cartridges); two 9-A-622 machine guns caliber 7,62 mm (2800 cartridges) (2 pieces per helicopter);
• 9-A-800 granade launcher caliber 30 mm (300 shots) (2 or 4 pieces per helicopter).

Bomb-mine armament:

• Aviation bombs caliber up to 500 kg inclusively (2 pieces);
• ZB-500 ignition unit (2 pieces);
• KMGU-2 small-size cargoes container (2 pieces)

The helicopter was used in the following versions:

Combat version:

• search and destruction of tanks, armored vehicles, enemy's manpower;destruction of protected objects and aerial targets;
• mine fields installation;
• search and destruction of boats and other small-size floating means;
• fight against enemy's low-speed and low-flying aircraft

Assault version:

• transportation of 8 troop-carriers with full ammunition inside cargo cabin.

Cargo version:

• transportation of cargoes weighing up to 1500 kg inside cargo cabin and up to 2400 kg on helicopter external sling.

Medical version

• transportation of two stretcher cases and two seated casualties accompanied by one medical attendant.

Main tactical-technical characteristics: