Tashkent Mechanical Plant
An Uzbek industrial and aerospace manufacturer descended from a Soviet aircraft plant relocated to Tashkent during World War II.
Last updated August 26, 2026
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Overview
Tashkent Mechanical Plant, historically known as the Tashkent Aviation Production Association named after V. P. Chkalov, is a major Uzbek industrial enterprise with roots in Soviet aircraft manufacturing. The organization began in 1932 as Civil Aviation Fleet Repair Factory No. 84 in Khimki, in the Moscow region. During World War II, the factory and its workforce were moved to Tashkent in December 1941 as Soviet industry was transferred eastward and southward away from the front. Production began at the Uzbek site in January 1942. During the war, the plant became closely associated with the Li-2, the Soviet licensed derivative of the Douglas DC-3. After the war it expanded into military and civil transport aviation. Its historical production and development work covered aircraft and rotorcraft including the I-15, I-16, I-153, Li-2, Il-14, An-8, An-12, An-22 and Ka-22. The enterprise later became especially important in the production of large transport aircraft. It built Il-76 variants and produced major structural components, including wings or center sections for aircraft such as the An-124 and An-225. The plant also participated in production of the Il-78 aerial tanker and A-50 special-mission aircraft. In 1972, the Tashkent facility and associated enterprises in Andijan and Fergana were organized into the Tashkent Aviation Production Association. The organization became one of Central Asia's most significant aircraft-manufacturing complexes and supported a large workforce as well as extensive social and health-care infrastructure for employees and the surrounding community. After the dissolution of the Soviet Union, the company faced the loss of traditional state orders, supply-chain disruption, financing problems and the departure of skilled personnel. It continued assembling and modernizing Il-76-family aircraft while attempting to commercialize the Il-114 regional aircraft. The Il-114-100 used Pratt & Whitney Canada engines and received Russian type certification in 1999. Uzbekistan Airways was the launch customer for that version. The plant also pursued potential sales and leasing arrangements in the Commonwealth of Independent States and abroad, with reported interest from customers in countries including China, India, Azerbaijan and Russia. The enterprise's post-Soviet restructuring included proposed integration with Russia's United Aircraft Corporation in 2008, although the planned transfer of a controlling interest did not produce a lasting change in the plant's ultimate direction. Financial and operational difficulties continued. In September 2010 the company declared bankruptcy and entered an external-management process. Aircraft production was expected to end, but creditor settlements in October 2013 allowed the external-management procedure to be terminated in November of that year. The organization was renamed Tashkent Mechanical Plant on January 1, 2014, and resumed operation as a legal entity on January 24, 2014. It subsequently exited aircraft production in 2015, while retaining the manufacture of aircraft parts and components and aviation maintenance, repair and overhaul capabilities. Its activities also included structural units, household goods, automotive spare parts and agricultural-equipment products. Under a decree issued by Uzbek President Islam Karimov on April 30, 2015, Uzbekistan Railways took control of the enterprise on May 1, 2015. The modern entity therefore represents a transition from a large Soviet-derived aircraft producer toward a more diversified industrial manufacturer with continuing aviation-related capabilities.
History
The enterprise was established in 1932 at Khimki near Moscow as Civil Aviation Fleet Repair Factory No. 84. It was later associated with aircraft production and named for Soviet test pilot Valery Chkalov. Before World War II, the factory worked on aircraft including the ANT-9, the PS-84 version of the Douglas DC-3, prototype hovercraft and the Su-2 bomber. In December 1941, the factory, equipment and staff were evacuated to Tashkent. Production began at the new site in January 1942, initially concentrating on the Li-2 transport aircraft. In the postwar period, the plant expanded its portfolio through production of the Il-14, An-8, An-12 and An-22, as well as participation in the Ka-22 rotorcraft program. The facility later became a principal producer of the Il-76 family and contributed structural assemblies for major Antonov aircraft, including the An-124 and An-225. The Tashkent Aviation Production Association was formed in 1972 from the Tashkent plant and related enterprises in Andijan and Fergana. It became a large multifunctional organization combining aircraft manufacturing with substantial employee welfare and urban social responsibilities. The plant produced several Il-76 variants, including specialized versions, and was involved in the Il-78 tanker, A-50 and other aircraft programs. The end of the Soviet Union removed many of the centralized orders and supply arrangements on which the enterprise depended. During the 1990s it sought new commercial opportunities through the Il-114 regional aircraft, Il-114-100, Il-76 modernization and overseas maintenance work. Cooperation was pursued with Ilyushin, Pratt & Whitney Canada, Boeing-related initiatives, leasing and finance organizations, and foreign customers. The plant delivered or prepared aircraft for operators and governments in several countries, but production volumes and financing remained difficult to sustain. A proposed integration with Russia's United Aircraft Corporation was announced in 2008, but the intended ownership and control arrangement was not fully realized as a durable solution. Continuing financial stress led to bankruptcy in September 2010. External management remained in place until creditor settlements permitted its termination in November 2013. The company was renamed Tashkent Mechanical Plant in January 2014 and legally resumed operations that month. In 2015 it ended complete-aircraft production, retaining aircraft-component production and aviation MRO services while also developing non-aviation manufacturing such as structural products, household goods, automotive parts and agricultural equipment. Uzbekistan Railways assumed control on May 1, 2015, placing the enterprise within the country's railway-centered industrial structure.
- 2015
Complete-aircraft production ends
[1]The plant exited complete-aircraft production while retaining aircraft-component manufacturing and aviation MRO activities.
- 2015
Uzbekistan Railways assumes control
[1]Uzbekistan Railways took control under a presidential decree.
- 2014
Renamed Tashkent Mechanical Plant
[1]The company adopted its present name and resumed operation as a legal entity.
- 2010
Bankruptcy declared
[1]The enterprise entered bankruptcy and external management.
- 2008
Planned integration with United Aircraft Corporation
[1]An agreement was announced to integrate the enterprise into Russia's United Aircraft Corporation, but the proposed ownership transfer did not become a lasting restructuring solution.
- 1999
Il-114-100 receives Russian certification
[1]The Pratt & Whitney Canada-powered Il-114-100 received Russian type certification, with Uzbekistan Airways as launch customer.
- 1996
Il-114 production program begins
[1]The plant began producing the Il-114 passenger aircraft and its cargo derivative, the Il-114T.
- 1973
Il-76 production begins
[1]The plant began manufacturing Il-76 transport aircraft and later produced approximately 950 examples according to the referenced account.
- 1972
Tashkent Aviation Production Association formed
[1]The Tashkent plant and related enterprises in Andijan and Fergana were organized into a production association.
- 1942
Production begins in Uzbekistan
[1]Aircraft production started at the Tashkent site, initially centered on the Li-2.
Products and positioning
A strategically important Uzbek industrial enterprise with a historic specialization in large aircraft production, now focused on diversified manufacturing, aircraft components and aviation MRO rather than complete-aircraft production.
Military and civil transport aircraft · 1973
Il-76 family
The Il-76 was the plant's defining large-aircraft program. Tashkent produced the basic transport and multiple specialized or upgraded variants, including the Il-76K, Il-76TD, Il-76MD, Il-76MF and Il-76TF. The enterprise also worked on modernized aircraft incorporating new engines and avionics. The type supported military logistics, civil freight operations and specialist missions.
Aerial refueling aircraft
Il-78
The plant manufactured Il-78 aerial tankers derived from the Il-76 transport platform. Its work included the Il-78MKI variant supplied to India, one of the enterprise's most significant post-Soviet export programs. The aircraft's role is aerial refueling of military aircraft, requiring specialized fuel systems and structural modifications.
Regional passenger aircraft · 1996
Il-114 and Il-114-100
The Il-114 was a twin-turboprop regional aircraft intended to replace aging Soviet-era regional airliners. Tashkent produced passenger and cargo versions and pursued the Il-114-100, which used Pratt & Whitney Canada engines. Uzbekistan Airways served as the launch customer for the passenger variant, but the program did not generate a sustained production business.
Aerospace components and services · 2015
Aircraft components and MRO
After ending complete-aircraft production, the enterprise retained capabilities in aircraft parts and structural components, together with maintenance, repair and overhaul services. These activities extend the plant's aviation role without requiring it to act as a complete-aircraft final assembler.
Brand decisions
2015
Exit complete-aircraft productionStrategyBackground
The plant's aircraft business faced weak demand and financial pressure, while the Uzbek government favored diversification into structural units, household products, automotive parts and agricultural equipment.
Action taken
Complete-aircraft production ended, while aircraft-component manufacturing and aviation MRO services were retained.
Aftermath
Tashkent Mechanical Plant became a broader industrial enterprise rather than a major final assembler of passenger and transport aircraft.
2015
Transfer to Uzbekistan RailwaysM&ABackground
The Uzbek government sought a new institutional framework for the restructured enterprise after the end of complete-aircraft production.
Action taken
Under a presidential decree dated April 30, Uzbekistan Railways took control of the plant on May 1.
Aftermath
The enterprise was placed under the country's railway and industrial holding structure.
2014
Rename and reorganize the enterpriseStrategyBackground
Following bankruptcy proceedings and creditor negotiations, the former aviation production association required a new legal and operating structure.
Action taken
The company was renamed Tashkent Mechanical Plant on January 1, 2014, and resumed operation as a legal entity on January 24.
Aftermath
The restructured organization moved away from its previous identity as a complete-aircraft producer and later concentrated on diversified industrial output, aircraft components and MRO.
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