KIYEV AIRFRAME PLANT 473 AND GOSTOMEL AIRFIELD STRATEGIC WEAPONS INDUSTRIAL FACILITIES

• Document Type: CREST
• Collection: NGA Records (Formerly NIMA)
• Document Number (FOIA) /ESDN (CREST): CIA-RDP84T00171R000300970001-3
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 19
• Document Creation Date: December 28, 2016
• Document Release Date: January 18, 2012
• Sequence Number: 1
• Publication Date: December 1, 1983
• Content Type: REPORT

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basic imagery interpretation report
Kiyev Airframe Plant 473 and
Gostomel Airfield (S)
STRATEGIC WEAPONS INDUSTRIAL FACILITIES
BE: Various
USSR
WNINTEL
Z-12106/83
RCA-09/0020/83
DECEMBER 1983
Copy 3 7
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NOFORN
Kiyev Airframe PI
DMAAC, US Air Target Chart, Series 200, scale 1:200,000
DMAAC, US Air Target Chart, Series 200, scale 1:200,000
GOSTOMEL
AIRFIELD
KIYEV AIRFRAME
PLANT 473,
I 0 I 2
NAUTICAL MILES
COMIREX NO.
FIGURE 1. LOCATIONS OF KIYEV AIRFRAME PLANT AND GOSTOMEL AIRFIELD, USSR
WNIN TEL
Z-12106/83
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ABSTRACT
1. This report, which is based on photography from) describes the
construction at Kiyev Airframe Plant 473 and Gostomel Airfield and discusses the aircraft research, devel-
opment, and production programs underway at these facilities during this reporting period. It updates
two previous reports on these subjects: (the airframe plant), and (the air-
field). Construction continues at both these facilities. More than 98,000 square meters of new assembly,
shop, and engineering/administrative floor space have been added to the factory since August 1978.
Among the additions at the airfield is the paved runway, under construction since 1973, that will be 3,000
meters long when finished (it is already operational with 2,500 meters complete). This report contains a*
location map, 35 annotated photographs, and three tables of mensural data and aircraft sightings. (S/WN)
INTRODUCTION
2. Kiyev Airframe Plant 473 (Figures 1 2 and 3) is on the western edge of Kiyev. The plant is
collocated with Kiyev/Svyatoshino Airfield , which serves as the flyaway field for the plant.
The design and fabrication facilities of the Antonov Experimental Design Bureau (OKB) are also located at
Kiyev 473. Gostomel Airfield (Figures 1, 4, and 5), approximately 12 nm northwest of Kiyev Airframe Plant
473, serves as the primary flight test facility of the Antonov OKB.1 (S/WN)
3. The Antonov OKB is responsible for the development of several light, medium, and heavy
transport aircraft. Aircraft of the Antonov OKB have been produced both for Soviet internal use and for
export. (S/WN)
BASIC DESCRIPTION
Plant Construction and Airfield
Improvements
Kiyev Airframe Plant 473
Total floorspace for Kiyev 473 as of
(the information cutoff date of the
previous NPIC report)' was 398,349 square meters.
By June 1983 this figure had reached 513,999
square meters with the addition of 115,650 square
meters of new floorspace. However, most of the
new floorspace is directly related to the expansion
of the Antonov OKB's prototype production facili-
ties and not to the series production facilities of
Kiyev 473.3 Paragraphs 5 through 8 present a sum-
mary of construction and parking facility improve-
ments at Kiyev 473 since August 1978. The num-
bering system used for Kiyev in this report (Figure
3 and Table 1) is a continuation of that used in the
previous NPIC report.' (S/WN)
5. In August 1978 the total amount of assem-
bly/shop floorspace for Kiyev 473 was 230,395
square meters, which was expanded to 306,267
square meters by June 1983 with the addition of
75,872 square meters of new assembly/shop floor-
space. The most significant buildings, which ac-
count for over 80 percent of the new assem-
bly/shop floorspace, are the large final assembly
hall (item 136) and the adjacent fitting-out/test
hangar (item 135). Both of these structures were
built to accommodate the development and as-
sembly of the large CONDOR A prototypes.3
(S/W N)
6. In August 1978 there were 112,755 square
meters of administration/engineering floorspace
at Kiyev 473. Approximately 22,698 square meters
of additional floorspace were completed by June
1983, bringing the total of administration/engi-
neering floorspace to 135,453 square meters. Much
of this floorspace is also associated with the Anto-
nov OKB. (S/WN)
7. The total storage/support floorspace at
Kiyev 473 in August 1978 was 55,199 square meters.
The total for June 1983 was 72,279 square meters,
an increase of 17,080 square meters. A major
portion of this increase is for the receiving and
storage of construction materials for the new An-
tonov OKB facilities. (S/WN)
8. Major improvements to the aircraft par-
king/support facilities were completed at Kiyev
473 to accommodate the development of the
CONDOR A. The most significant improvements
included the large hangar apron at the northwest
end of the new final assembly hall, the construc-
tion of a 96-meter-diameter compass rose, which is
linked to the hangar apron by a concrete taxiway,
and the new parking apron southeast of the final
assembly hall. (S/WN)
9. Major improvements have been accom-
lished at Gostomel Airfield since
(the information cutoff date for the previous
NPIC report).4 Most of the new construction at
Gostomel is also related to the development of the
CONDOR A. None of the floorspace at Gostomel
is designed to support aircraft production but is
rather intended to support the flight test programs
of aircraft designed by the Antonov OKB and
produced at Kiyev 473. The total floorspace at
Gostomel in June 1983 was 26,626 square meters.
The identification of Gostomel Army Barracks AL 1
formerly included as part of the
airfield support facilities, and the construction of
Gostomel Airfield Electromagnetic Pulse Facility
within the existing support/main-
tenance area, required a renumbering of the
buildings associated with Gostomel Airfield (Figure
5 and Table 2). (S/WN)
10. The most significant improvement at
Gostomel is the large north-northwest/south-
southeast concrete runway (Figures 4 and 5). Much
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Table 1.
Construction at Kiyev Airframe Plant 473
(Keyed to Figure 3)
Item
Dimensions
Description (m) Floorspace
L W H (sq m)
Date
Observed
Complete
Remarks
Item
Dimensions
Description (m) Floorspace
L W H (sq m)
Date
Observed
Complete
Remarks
38
Prototype assem bldg
126
Support bldg
346
Jun 83
(Steam
lant) 25X1
b
assem/test sect
1,033
Ucon
127
Pumphouse
p
(Steamplant)
g
engineering sect
4,301
Jun 79
6 stories
a
control sect
249
Jan 82
h
assem spt sect
629
Feb 81
2 stories
b
support sect
150
Jan 82
i
subassem sect
2,265
Feb 81
128
Support bldg
201
Jan 83
(Steamplant)
j
subassem/shop sect
1,599
Jan 82
129
Steamplant
k
assem spt sect
2,180
Feb 81
3 stories
a
boiler house
1
631
Jan 82
44
Shop bldg
,
b
support sect
1
162
Jan 82
b
spt sect
146
Jan 82
130
Stor/support bldg
,
104
Sept 80
48
Prototype shop/assem bldg
131
Transshipment bldg
224
Jun 83
f
engineering sect
4,210
Jan 82
5 stories
132
Stor/support bldg
89
Nov 82
90
Warehouse
133
Support bldg
76
Ucon
b
96
stor addition
Warehouse
911
Nov 82
134
Support bldg
524
Ucon
2 stories
c
t
dditi
135
Fitting-out/test hangar
s
or a
on
739
Jun 79
a
hangar sect
12
672
Ucon
103
Shop bldg
,
b
engineering sect
829
Ucon
3 stories
b
spt sect
969
Apr 82
c
support sect
1
490
Ucon
108
Shop bldg
,
136
Final assem bldg
a
engineering sect
1,425
Jun 79
3 stories
a
final assem hall
22
360
Dec 82
b
shop sect
2,930
Jun 79
2 stories
b
assem sect
,
12
918
Dec 82
4 stories
c
109
support sect
681
Jun 79
2 stories
c
engineering sect
,
1,860
Nov 82
3 stories
d
assem support sect
620
Dec 82
b
302
Apr81
3 stories
e
assem support sect
572
Dec 82
110
Warehouse
f
assem support sect
1
207
Dec 82
d
113
support sect
183
Apr82
g
assem support sect
,
150
Dec 82
137
Stor bldg
450
Jan 82
Quonset ty
e
a
881
Jan 83
2 stories
138
Stor bldg
361
Jan 82
p
Quonset t
e
b
1,372
Jan 83
2 stories
139
Stor bldg
405
Sep 80
yp
Quonset t
e
c
115
Vehicle maint bldg
836
Jan 83
2 stories
140
Stor shed
213
Sep 80
yp
141
Shop bldg
1
131
Ma
82
a
maintenance sect
1,372
Nov 82
11 vehicle bays
142
Support bldg
,
124
y
Sep 80
b
c
maintenance sect
su
o
t
t
1,372
Nov 82
11 vehicle bays
143
Shop/subassem bldg
pp
r
sec
657
Ucon
2 stories
a
engineering sect
901
Apr 81
3 stories
116
Administration bldg
1,369
Aug 79
3 stories
b
engineering sect
2
652
Apr 82
3 stories
117
Vehicle main bldg
306
Nov 82
Drive-thru
c
engineering sect
,
1
000
Ucon
3 stories
118
Shop bldg
932
Ucon
2 stories
d
shop/subassem sect
,
3
018
Se
80
119
Vehicle stor bldg
249
Ucon
4 vehicle bays
e
shop/subassem sect
,
3
066
p
A
r 82
120
121
Stor shed
Warehouse
116
Apr 82
f
shop/subassem sect
,
3,799
p
Ucon
144
Transshipment bldg
1
592
Sep 80
b
storage sect
338
Apr 80
145
Stor shed
,
158
Jan 83
122
Shop bldg
146
Vehicle/maint bldg
156
May 82
a
shop sect
186
Nov 82
147
Prob shop bldg
Ucon
b
engineering/support sect
906
Nov 82
148
Stor shed
175
Mar 82
123
Greenhouse
-
Jan 83
149
Admin bldg
156
Ucon
2 stories
124
Support bldg
136
Jan 82
125
Stor bldg
Tota floorspace as of Aug 1978 = 398
349 s
m
a
stor sect
662
Sep 80
,
q
Tota new floorspace since Aug 1978 = 115
650 sq m
b
stor sect
662
Sep 80
,
Tota floorspace as of Jun 1983 = 513,999 sq m
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cargo transport, the CURL also has an airdrop
capability. The aircraft is equipped with two Al-24T
turboprops and the RU 19-300 auxiliary turbojet.?
The first CURL flew in 1968, and production
through 1981 totaled nearly 1,200 aircraft. The
estimated production rate for CURL in 1981 was 13
aircraft per month,8 which included production of
the Special Purpose (SP) CURL (Figure 12). This
aircraft is equipped with four dorsal-mounted
blade antennas and probably serves a command
post/communications function.9 (S/WN)
19. An unusually high number of CURL air-
craft was at the plant during 1980. It is likely that
this represented a backlog in aircraft deliveries
and not an increase in the CURL production rate.
Since mid-1982 an unusually low number of CURL
has been at Kiyev. The reason for this decline in
the number of CURL at the plant is not known,
but it is possible that the start of CLINE preseries
production, which likely involves the same subas-
sembly and final assembly facilities as CURL, has
interfered with the CURL production rate. The
average numbers of CURL observed at the plant
since mid-1978 are listed in Table 3. (S/WN)
Table 3
CURL Aircraft Observed at Kiyev 473
Period Average Number of CURL
1978
1979
1980
1981
1982 (Ist half)
1982 (2nd half)
1983 (Ist half)
20. Production of the CURL is expected to
continue through the mid-1980s. If full series
production of the CLINE is initiated, a major re-
duction in CURL production can be expected. The
CURL may eventually be phased out of production
and replaced by the COALER.5.10 (S/WN)
21. The CLANK is a variant of the COKE and
is designed specifically for aerial photographic
survey missions (Figures 13 and 14). It is equipped
with a large glazed or greenhouse nose, a raised
flight deck, and a ventral fuselage fairing that
houses the survey camera apertures. The CLANK is
powered by two AI-24VT turboprops and the RU
19-300 auxiliary turbojet.? Production of the
CLANK began in 1973, and more than 100 were
produced by the end of 1980.8 (S/WN)
22. The current status of CLANK production
is not clear. Prior to 1981, one or two CLANKs
were normally present in the plant fitting-out area.
Since 1981, however, CLANKs with Soviet military
markings have been observed only occasionally at
Kiyev, most recently in April 1983. It is possible
that series production of CLANK ended in 1980
and that aircraft are now produced only as needed
to fill Soviet military requests. (S/WN)
CLINE A Modified (AN-32)
23. The CLINE A Modified (Figure 15), a
derivative of the CURL, has been under develop-
ment at Kiyev for several years. Equipped with two
AI-20M turboprop engines mounted above the
wing, the CLINE is designed to operate in high-
temperature and high-altitude environments.5
(S/WN)
24. The initial CLINE A prototype, reportedly
a modified CURL,8 was first identified at Gostomel
on In its original configuration the 25X1
CLINE was designed to take advantage of the
Coanda effect, in which additional lift is created by
directing engine exhaust gases over the upper
surface of the wing.1011 The trailing edge of each
nacelle ended at the wing midchord point, allow-
ing the exhaust to flow over the after wing sur-
faces. This CLINE was tested through at least ^ 25X1
The nacelles extend forward of the
25X1
wing leading edge and aft of the trailing
25X1
edge (overall length of the nacelles, including the
propeller hub, is The maximum diam-
25X1
eter of the nacelles is Since 1979 the
25X1
Show in 1977. (S/WN)
25. By the CLINE A prototype 25X1
was modified with reconfigured engine nacelles
and redesignated the CLINE A Modified. The na-
celles were lengthened to vent the engine exhaust
behind the wing trailing edge (Figures 15 and 16).
prototype CLINE A Modified has been tested ex-
tensively at Kiyev and Gostomel and has been
observed at several other Soviet airfields. (S/WN)
and was displayed at the Paris Air 25X1
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imagery of this aircraft was at Gostomel on E
transport that has been undergoing flight testing
since 1977. Designed as a replacement for the
CURL, the COALER is equipped with two D-36
turbofan engines mounted above the tapered-
straight wings. The design is intended to take
advantage of the Coanda effect to improve lift,
with the engine exhaust blowing across the upper
surface of the wing and with double-slotted flaps
inboard and triple-slotted flaps outboard. Many of
the STOL-related design features incorporated in
the COALER were previously tested and proven in
the United States Boeing YC-14.5.10 (S/WN)
30. The first photographs of the COALER
prototype were released by TASS, the Soviet news
agency, in December 1977. The first overhead
The original COALER prototype
26. At the 1979 Paris Air Show Mr. Oleg K.
Antonov, head of the Antonov OKB, said that this
aircraft would go into production if sufficient
orders were received from foreign customers.5
Recent reports indicate that India had placed or-
ders for as many as 100 CLINE with deliveries
beginning possibly as early as 1983.8 (S)
27. Imagery of Kiyev and Gostomel in 1983
indicates that preseries production of the aircraft
may have begun. Two newly produced CLINE A
Modified were identified, the first at Gostomel in
January and the second at Kiyev in February.
Further refinement of the engine nacelles was
evidently accom lished (Figures 16 and 17): the
new nacelles are long overall (including
the propeller hub) and extend forward
of the wing leading edge but only aft of
the trailin ed e. The maximum diameter of the
nacelles is The forward section of the
nacelles incorporates a collar in diame-
ter from which the propeller hub protrudes.
(S/WN)
28. These two aircraft and the original CLINE
A Modified aircraft were all undergoing tests at
Gostomel during the spring of 1983. If no major
problems are encountered during the current
phase of flight testing, it is likely that full series
production of the CLINE will begin in late 1983 or
early 1984. (S/WN)
COALER A (AN-72)
29. The COALER A (Figure 18) is a twin-
turbofan, light, short takeoff and landing (STOL)
featured aft-mounted ventral fins and a rounded
tailcone formed by two airbrakes. The COALER
displayed at the Paris Air Show in 1979, however,
had a significantly modified aft fuselage. The air-
craft did not have ventral fins and had a pointed
tail without airbrakes. It could not be determined
if this aircraft was a second COALER prototype or
the original prototype extensively modified. Con-
firmation of a second COALER prototype was not
obtained on overhead imagery until March 1980.
Three COALERs were subsequently identified in
July 1980. Testing of these aircraft has been exten-
sive, and they have been observed at several
airfields in the Soviet Union. During May 1981,
one of the COALERs was partially disassembled at
Gostomel and was subsequently removed from
view. The disposition of this aircraft remains un-
known. (S/WN)
31. A photograph released in a 1982 issue of
Soviet Life (Figure 19) shows a COALER in the
CURL final assembly line at Kiyev.12 It is likely that
this was the aircraft observed in the plant fitting-
out area in March 1982. This COALER was marked
and was probably the
fourth COALER produced
Although newly
built, this aircraft was never observed at Gostomel,
where full flight testing of Antonov prototypes is
conducted. In late March, it was moved to the
maintenance/modification apron within the Anto-
nov OKB test area at Kiyev and remained there
through November 1982 (Figure 20). By December,
the wing and horizontal stabilizer had been re-
moved, and the fuselage was presumably moved
indoors (Figure 21). The reason this aircraft never
entered full flight testing and was subsequently
disassembled is unknown. It is possible that some
problem with the wing was discovered during the
fitting-out process. In March 1983, a COALER was
again observed at the Antonov OKB test area. The
aircraft appeared new and showed no sign of wear
from flight testing. It is not known whether this
was the fifth COALER produced or was, instead,
the fourth aircraft fitted with a new wing and
horizontal stabilizer. (S/WN)
32. Testing of the COALER design has in-
cluded the use of two uniquely configured test
stands and a large outdoor wind generator at the
Antonov OKB Outdoor Test Facility (Figure 10).
The stands consist of a D-36 engine nacelle
mounted above a COALER inboard wing panel.
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On several occasions these stands have been
placed in front of the wind generator. Blast marks
behind the test stands confirm that the nacelles
contain working D-36 engines. (S/WN)
33. Although extensive testing of the
COALER has been underway for more than five
years, there is still no evidence that series prod-
uction of the aircraft will begin soon. Additionally,
with at least limited production of the CLINE
seemingly imminent, it is unlikely that full-scale
production of the COALER will begin before 1985.
(S/WN)
34. The CONDOR A (Figure 22), probably
designated AN-400 by the Antonov OKB, is a new
long-range, heavy-lift transport comparable in size
to the United States' Lockheed C-5A GALAXY. The
aircraft is powered by four large probable high-by-
pass-ratio turbofan engines of a new design.13
(S/W N)
35. The CONDOR, first identified at Kiyev on
imagery of is the largest aircraft
ever produced in the Soviet Union. The fuselage is
--------
~long flight
long (excluding aF
test probe mounted in the nose), with a maximum
diameter of and depth of
The flight dec is positioned well forward of the
wings. Personnel access doors high on the fuse-
lage, one pair immediately aft of the flight deck
and another pair just forward of the horizontal
stabilizer, indicate that the CONDOR has an upper
deck. The CONDOR is believed to have a large
rear-loading cargo door. It is not known if the
aircraft has a drive-through loading capability, a
prominent feature of the C-5A. Unlike the COCK
heavy lift transport, the CONDOR does not appear
to have large landing-gear housings. The CON-
DOR is configured with high-mounted wings with
a span, a wing root chord of 0 25X1
meters, a wing tip chd of and a 25X1
leading edge sweep of or The horizontal 25X1
stabilizers are not in the T-tail configuration of the
C-5A but are low-mounted on the fuselage, similar
to the Boeing 747. The stabilizers have a span of
a tip chord of and a
leading edge sweep of The probable 25X1
high-bypass-ratio turbofan engines (two under
each wing on pylons) have an inlet dii
meters and a maximum fan cowl dia
meters: the length of the cowl is
imeter of
meter of
However, the overall length of the engines and
the exact configuration of the exhaust has not yet
been determined. This CONDOR is painted in
standard Aeroflot livery and carries the
Developments in the CONDOR pro-
gram are more extensively described in the follow-
ing paragraphs. (S/WN)
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37. Hydrostatic Test Basin. The first firm im-
agery-derived evidence indicating that Antonov
was developing a very large aircraft was obtained
in November 1981 when preparations to extend
the hydrostatic test basin were observed (Figure
23). This basin, a component of the Antonov
OKB's hydrostatic test facility, was originally con-
structed in 1968 for the structural testing of a
COCK fuselage (Figure 24). (S/WN)
38. The COCK fuselage remained in the 56-
by-10 meter basin through April 1981. By Novem-
ber 1981, the COCK fuselage had been removed
(Figure 25), and expansion of the basin, to accom-
modate a larger fuselage, had begun. When com-
pleted, in March 1982, the basin had been ex-
tended to an overall length of 70 meters. (S/WN)
39. A CONDOR fuselage was first observed
through ^(Figure 26). The Antonov
OKB conducts initial hydrostatic testing of aircraft
fuselages, normally for three to four months, to
isolate structural weaknesses?? This testing was
undoubtedly accomplished with the CONDOR fu-
selage during the latter half of 1982. (S/WN)
40. The use of an outdoor basin for structural
testing is limited to the frost-free months of the
year. In 1983, the hydrostatic test basin was appar-
ently moved indoors to facilitate year-round test-
ing. By0 the CONDOR fuselage had
been removed from the test basin and had proba-
bly been moved indoors. The test basin was subse-
quently disassembled and removed from the hy-
drostatic test facility. The center section of the
basin was on the lar e a ron outside the new final
assembly hall on (Figure 27).
When Kiyev was next imaged, on the
center section of the test basin was gone. This
section was probably not moved into the final
assembly hall, since the snow in front of the
assembly hall door remained undisturbed. The
pattern of snow removal led from the section's
previous location outside of the assembly hall,
toward the new large hangar under construction
to the southwest. If, as it appears, the basin was
placed in the new hangar, then it is likely that the
hangar was built to facilitate year-round structural
testing of the CONDOR. It is also likely that a fully
assembled aircraft, including wings and stabilizers,
will be used in this testing. The technique of
structurally testing an aircraft using a hydrostatic
test basin for the fuselage and hydraulic actuators
for the attached wings and stabilizers has previ-
ously been employed by the Antonov OKB in
other transport programs and was used by Lock-
heed during the C-5A program? (S/WN)
41, Two COCKs Modified for Aircraft Com-
ponent Transport. Two COCKs, previously used by
the Antonov OKB as developmental aircraft, were
modified during 1981 and 1982 to transport large
CONDOR wing-associated components from
Tashkent Airframe Plant B Chkalov 84
to Kiyev (Figure 28). The modifications to
the COCKs include: two raised hardpoints/blisters
atop the fuselage immediately aft of the wing box
and a removable centerline-mounted third vertical
25X1
stabilizer. A removable, dorsally-mounted support 25X1
structure has also been observed on these aircraft
(Figure 29). The modified COCKs were observed
transporting large CONDOR wing sections (Figure
30) and probable CONDOR wing boxes (Figure 31)
during 1982 and 1983. For transporting the wing
sections, both the third vertical stabilizer and the
dorsally-mounted support structure are installed
on the COCK. Neither is installed when a CON-
DOR wing box is transported. (S/WN)
42. The first use, observed on imagery, of a
modified COCK as an aircraft component trans-
porter occurred betweenOwhen a 25X1
large CONDOR wing section was transferred from
Tashkent to Kiyev. This activity confirmed that
Tashkent, which had previously produced the
COCK, is building large components for the CON-
DOR. Subsequent component transfers included
the shipment of another wing section in March
1983 and the delivery of probable CONDOR wing
boxes in May 1982, January 1983, and April 1983.
(S/WN)
43. CANDID A Large Turbofan Engine
Testbed. On a modified CANDID A
was identified at Ramenskoye
Flight Test Center The modifica-
tion consisted of a large probable high bypass-
ratio turbofan engine mounted on the port-side
inboard pylon (Figure 32). This larger engine re-
placed the standard D-30 that had occupied the
pylon. The removal of the D-30 engine and initial
work on the port-side inboard wing section and
25X1
25X1
25X1
25X1
25X1
pylon was done at Tashkent Airframe Plant from 25X1
October 1982 through On= 25X1
a CANDID A without 25X1
an engine on the port-side inboard pylon was on
the transient apron at Ramenskoye. During March
this aircraft was in a hangar in the old Ilyushin
area, where the large turbofan engine was in- 25X1
stalled. (S/WN) 25X1
44. The large engine mounted on CANDID A
^ appears identical to those found on the 25X1
CONDOR and is similar to several Western-de-
signed high-by-pass-ratio turbofan engines. It
seems certain that CANDID A^was modified 25X1
to serve as a testbed for the large engine. The
General Electric TF-39 engine, which powers the
C-5A, was initially flight tested on the starboard
inboard pylon of a modified B-52E.7 (S/WN)
45. CONDOR Flight Test Prototype. The
CONDOR A first observed at Kiyev on~
(Figure 33), was parked on t e eastern
side of the parking apron within the Antonov OKB
test area and adjacent to the large assembly hall
that was constructed to facilitate CONDOR final
assembly. The aircraft was in front of a newly
constructed jet-blast deflector off the east end of
the apron. A fence had been erected enclosing
the entire eastern half of the apron, and several
vehicles and pieces of support equipment were
25X1
25X1
within the fenced area. Also, onan 25X1
L-39 jet trainer was first identified at Gostomel
Airfield. This aircraft was subsequently identified
as the primary escort/chase aircraft for the CON-
DOR and is normally observed near the large
Antonov transport (Figure 22). The CONDOR was
25X1
25X1
last observed at Kiyev on OThe L-39 25X1
was also present at Kiyev on that date. (S/WN)
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SECRET
46. The CONDOR was first observed at Gos-
tomel Airfield on A concrete
apron, taxiway, runway, and other facilities were
being constructed there to support the aircraft's
flight test program. The L-39 had also been trans-
ferred to Gostomel. The CONDOR was at Gosto-
mel throughout the remainder of January and
February (Figure 34). On the aircraft was
not seen at either Gostomel or Kiyev and was
probably undergoing a flight test. The CONDOR
was again observed at Gostomel on
From the CONDOR was
not observed at either Gostomel or Kiyev. How-
ever, during this period the L-39 was at Kiyev, and
it appears likely that the CONDOR had been
returned to the new final assembly hall for further
fitting-out/modification. OnOthe CONDOR
and the L-39 were again at Gostomel (Figure 22),
indicating that flight testing had resumed. (S/WN)
47. Analyst's Comments. The extensive
CONDOR-related facilities constructed at Kiyev
and Gostomel indicates that the Antonov OKB will
continue to build and test the CONDOR proto-
types for some time. By June 1983, components for
at least three CONDORs had been observed. One
of these is probably the aircraft already in flight
test. One of the other two CONDORs is probably
intended as a second flight-test prototype, and the
third is likely a structural test aircraft. However,
insufficient subassembly floorspace at Kiyev and
the fact that Tashkent is producing CONDOR
components suggests that this aircraft will not be
series-produced at Plant 473. Tashkent, where the
COCK was previously produced and where a ma-
jor plant expansion is underway, is considered a
more likely facility for full series production of the
aircraft.18 (S/WN)
Miscellaneous Aircraft Programs
48. A COCK aircraft, used as a developmen-
tal aircraft by the Antonov OKB, was modified
during this reporting period. This modification
consists of a c lindrical nose protrusion
long and in diameter with a blunt 25X1
forward end (Figure 35). The modification proba-
bly took place in 1981 when this aircraft was at
Kiyev undergoing extensive overhaul/mainten-
ance. This aircraft had previously been identified
with extended landing-gear housings. Since the
protrusion was identified, this aircraft has been
observed at Gostomel and Tashkent. Although the
function of the protrusion cannot be confirmed, it
is thought to be electronics related. (S/WN)
25X1
25X1
COKE Prepared for Testing
49. During 1983, a COKE aircraft was appar-
ently prepared for undetermined testing at Kiyev.
The aircraft was first observed on the aircraft
maintenance apron at the Antonov OKB Test Area
in January 1983. During January, the vertical stabil-
izer was removed (Figure 21). By the 25X1
horizontal stabilizers and the outer wing panels
had been removed, and the COKE had been
moved into the Antonov OKB Outdoor Test Facil-
ity (Figure 36). In June, the inner wing panels and
the engine nacelles were removed, and the aircraft
was in the northeast corner of the test facility. The
Antonov OKB Outdoor Test Facility has tradition-
ally been associated with aerodynamic and propul-
sion-related ground testing. The nature of the
testing intended for the COKE remains unclear.
(S/WN)
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SECRET
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 Declassified in Part - Sanitized Copy Approved for Release 2012/01/18: CIA-RDP84TO0171 R000300970001-3
SECRET
All applicable satellite imagery acquired from
of this report.
was used in the preparation 25X1
MAPS OR CHARTS
DMAAC US Air Target chart, Series 200, Scale 1:200,000 (UNCLASSIFIED)
DOCUMENTS
1. CIA. Potential Future Designs by Antonov Design Bureau (OKB) (U), 19 Jul 73 (SE- 25X1
CRET/WNINTEL/NOFORN*)
048/78, Kiyev Airframe Plant 473 (5), Feb 79
3. CIA. K-311/00631-82, The Organization, Facilities and Activities of the Kiev Aircraft Plant of the Kiev Aircraft
Association, Kiev, Ukrainian SSR (C), 21 JUN 82 (CONFIDENTIAL/WNINTEL)
A-09/0035/74, Gostomel Airfield (U), Feb 74
5. Jane's All the World's Aircraft, 1981-1982, pgs. 186-191 (UNCLASSIFIED)
6. 25X1
SECRET CODEWORDS/NOFORN/NOCONTRACT). Information in paragraphs 17, 18, 21, and 26 is SECRET/
7. Jane's All the World's Aircraft, 1979-1980, pgs. 180-181 (UNCLASSIFIED)
8. DIA2, DDB-1923-2-82-SAO, Foreign Aircraft Production Communist World (U), June 1982 (TOP 25X1
information in paragraph 24 is SECRET/WNINTEL. 25X1
9. NPIC.I PIR-036/78, Special-Purpose Aircraft at Soviet Aviation Airfields in the USSR, East Europe, 25X1
and Mongolia (S), Aug 78 25X1
10. AFIS. AFRP 200-1, No. 82-5, Soviet Press, Military Technology - A New Air Transport, May 82 (UNCLASSI'-
FIED)
11. Jane's Aerospace Dictionary, 1980, pg. 89 (UNCLASSIFIED)
12. Soviet Life, Aircraft Designer, pgs. 18-19, May 82 (UNCLASSIFIED)
13. DIA/FTD. DST-1350E-018-83, CONDOR A: Preliminary Analysis (U), 13 May 83 (SECRET/WNINTEL)
14 DOD. 1 521 0179 76 (5609-00), Fragmentary Information on AN-400 and Preceding Antonov Aircraft Projects
(C), 14 Apr 76 (CONFIDENTIAL)
15. CIA. Kiev Aviation Plant No. 473 (U), 14 Jan 82 (CONFIDENTIAL/WNINTEL/NOFORN**) 25X1
16. CIA Status of lzdeliye-400 Aircraft at Antonov Design Plant (C), 10 May 82 (CONFIDEN- 25X1
TIAL/WNINTEL/NOFORN**)
17. DOD. 1 521 0153 76 (5609-00), Hydrostatic Testing at Antonov Design Bureau, Kiyev Airframe Plant 473 (C),
23 May 76 (CONFIDENTIAL)
18. CIA. IS MR 82-003, Imagery Analysis Monthly Review, pgs. 4-5, Apr 1982, 25X1
***Extracted information is classified
REQUIREMENT
COMIREX J02
Project 534070J
Comments and queries regarding this report are welcome. They may be directed to
Warsaw Pact Forces Division, Imagery Exploitation Group, NPIC,
25X1
25X1
25X1
25X1
25X1
25X1
25X1
25X1
I" Branch, 25X1
25X1
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SECRET RCA-0910020183
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 Declassified in Part - Sanitized Copy Approved for Release 2012/01/18: CIA-RDP84TO0171 R000300970001-3
Secret
Secret
Declassified in Part - Sanitized Copy Approved for Release 2012/01/18: CIA-RDP84TO0171 R000300970001-3