Russia restarts TVD-10 engine production to modernize the An-2 biplane aircraft in service since 1947
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As reported by TASS on February 27, 2025, Russia has announced plans to restart production of the TVD-10 turboprop engine, originally developed in the Soviet Union, to support the modernization of the Antonov An-2 Kukuruznik biplane aircraft, which was introduced in 1947. Russian Minister of Industry and Trade Anton Alikhanov confirmed the decision, stating that these engines will be used to re-engine An-2 aircraft, with potential future applications for additional modernization.Follow Army Recognition on Google News at this link
The An-2, a single-engine biplane, was developed in response to a Soviet Ministry of Forestry requirement for a new aircraft to replace the Polikarpov Po-2 and made its first flight on August 31, 1947. (Picture source: Russian social media)
The Siberian Scientific Research Institute of Aviation (SibNIA) plans to have a prototype An-2 equipped with the TVD-10B engine by the summer of this year, while the production of the engine is set to be re-established in Omsk. The decision follows delays in the availability of the VK-800 engine developed at UZGA, which led to the continuation of the older TVD-10 model to ensure aircraft operability at least until 2030, when the LMS-901 Baikal light multipurpose aircraft is expected to enter full-scale production.
Originally, the VK-800 project began in 2008 to power various Russian aircraft, including the Ansat and Ka-226 helicopters, but faced numerous challenges, leading to a near halt in progress for about a decade. A renewed effort commenced around 2018-2019 to adapt the engine for the Baikal aircraft. Despite these efforts, the engine’s certification is now anticipated by the end of 2025, with serial production expected to begin in 2026. These delays have impacted the timeline for the Baikal aircraft’s mass production, which was initially planned for early 2024 but has been postponed. The postponement is further complicated by a substantial increase in the aircraft’s projected cost, rising from an initial estimate of 120 million rubles to approximately 445 million rubles per unit.
The TVD-10 turboprop engine was developed in 1965 by the Omsk Engine Design Bureau (OMKB) based on the GTD-3F engine used in the Ka-25 helicopter. The engine was designed for regional passenger aircraft and features a free turbine and a remote gearbox. Its takeoff power is 1,025 horsepower, with a propeller power output of 960 horsepower. The engine’s fuel consumption rate at takeoff is 0.255 kg/hp per hour. Serial production of the TVD-10 began in 1969, with the engine primarily installed on aircraft such as the Beriev Be-30. In the 1980s and 1990s, the TVD-10 was produced in Poland at the VSK-Rzeszow and VSK-Kalisz plants, with approximately 500 units manufactured. Since 1992, OMKB has conducted maintenance and overhaul operations, repairing 190 engines by 2004 under AP-145 and FAP-145 certification standards.
The TVD-10B is a modification of the TVD-10, designed for re-engining the An-2. It retains the same structural features as its predecessor, with a takeoff power of 1,025 horsepower and a dry weight of 230 kilograms. The engine is designed to operate for up to 10,000 hours, with an inter-repair resource of 2,000 hours and a time between overhauls of 1,500 hours. In Poland, the TVD-10B was produced in serial quantities, and with its reintroduction in Russia, it will continue to be used for maintaining and modernizing An-2 aircraft.
The Siberian Scientific Research Institute of Aviation (SibNIA) plans to have a prototype An-2 equipped with the TVD-10B engine by the summer of this year, while the production of the engine is set to be re-established in Omsk. (Picture source: Russian social media)
The An-2 has been used by Russian military forces since its introduction, fulfilling roles in transport, airborne training, and other logistical operations. During the Soviet period, it was widely utilized by the Airborne Troops, with dedicated squadrons assigned to divisions such as the 106th, 105th, 104th, 7th, 103rd, 76th, and 31st Guards Airborne Divisions. The aircraft remained in military service following the dissolution of the Soviet Union, continuing its role in airborne training. In 2024, Russian conscripts of the Airborne Troops conducted jumps from an An-2 at the Klokovo airfield in the Tula region. The personnel used D-10 main parachutes and Z-5 reserve parachutes, jumping from a height of 1,000 meters at a speed of approximately 160 km/h with a three-second separation interval. The exercise, which included parachute training and tactical drills, resulted in over 500 jumps by the Tula Guards Airborne Unit.
The An-2, known as “Annushka” and “Kukuruznik” in Russia and designated “Colt” by NATO, was developed in response to a Soviet Ministry of Forestry requirement for a new aircraft to replace the Polikarpov Po-2. The Antonov Design Bureau, under the direction of Oleg Antonov, designed the aircraft, with the prototype, initially designated SKhA-1, making its first flight on August 31, 1947. Testing continued through 1947 and 1948, and the aircraft was formally accepted into service as the An-2. It was produced for applications in agriculture, transport, aerial firefighting, and airborne operations. Some aircraft have accumulated flight hours exceeding 20,000.
Production of the An-2 occurred in multiple locations, with more than 18,000 units built between 1947 and 2002. Initial manufacturing took place at Plant No. 473 in Kyiv, followed by large-scale production at WSK PZL-Mielec in Poland, where approximately 11,915 units were produced between 1960 and 2002. Additional production was conducted in China under the designation Yunshuji Y-5, with some sources indicating continued manufacturing. The aircraft was exported to 26 countries and remains in service in Russia, China, and other states. As of 2012, 1,580 An-2 aircraft were listed as operational in Russia, with 322 considered airworthy. Other fleets included 290 aircraft in Kazakhstan, 135 in Ukraine, 143 in Uzbekistan, 89 in Turkmenistan, 82 in Belarus, 63 in Azerbaijan, 30 in Kyrgyzstan, 13 in Moldova, and 6 in Armenia.
The An-2 is a single-engine biplane with a braced-wing configuration powered by a Shvetsov ASh-62IR radial engine with a takeoff power of 1,000 horsepower. Its maximum speed is 258 km/h, with a cruising speed of 180 km/h and a service ceiling of 4,500 meters. The takeoff run is 235 meters, while the landing roll is 225 meters. The upper wing has a span of 18.17 meters, while the lower wing spans 14.23 meters, giving the aircraft a total wing area of 71.52 m². The An-2’s empty weight ranges from 3,400 to 3,690 kg, and its maximum takeoff weight is 5,500 kg. It features slatted wings that deploy automatically at low speeds, allowing it to maintain controlled flight at speeds as low as 50 km/h. The aircraft has been used in both civilian and military roles and continues to operate in regions requiring short takeoff and landing capabilities.
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As reported by TASS on February 27, 2025, Russia has announced plans to restart production of the TVD-10 turboprop engine, originally developed in the Soviet Union, to support the modernization of the Antonov An-2 Kukuruznik biplane aircraft, which was introduced in 1947. Russian Minister of Industry and Trade Anton Alikhanov confirmed the decision, stating that these engines will be used to re-engine An-2 aircraft, with potential future applications for additional modernization.
Follow Army Recognition on Google News at this link
The An-2, a single-engine biplane, was developed in response to a Soviet Ministry of Forestry requirement for a new aircraft to replace the Polikarpov Po-2 and made its first flight on August 31, 1947. (Picture source: Russian social media)
The Siberian Scientific Research Institute of Aviation (SibNIA) plans to have a prototype An-2 equipped with the TVD-10B engine by the summer of this year, while the production of the engine is set to be re-established in Omsk. The decision follows delays in the availability of the VK-800 engine developed at UZGA, which led to the continuation of the older TVD-10 model to ensure aircraft operability at least until 2030, when the LMS-901 Baikal light multipurpose aircraft is expected to enter full-scale production.
Originally, the VK-800 project began in 2008 to power various Russian aircraft, including the Ansat and Ka-226 helicopters, but faced numerous challenges, leading to a near halt in progress for about a decade. A renewed effort commenced around 2018-2019 to adapt the engine for the Baikal aircraft. Despite these efforts, the engine’s certification is now anticipated by the end of 2025, with serial production expected to begin in 2026. These delays have impacted the timeline for the Baikal aircraft’s mass production, which was initially planned for early 2024 but has been postponed. The postponement is further complicated by a substantial increase in the aircraft’s projected cost, rising from an initial estimate of 120 million rubles to approximately 445 million rubles per unit.
The TVD-10 turboprop engine was developed in 1965 by the Omsk Engine Design Bureau (OMKB) based on the GTD-3F engine used in the Ka-25 helicopter. The engine was designed for regional passenger aircraft and features a free turbine and a remote gearbox. Its takeoff power is 1,025 horsepower, with a propeller power output of 960 horsepower. The engine’s fuel consumption rate at takeoff is 0.255 kg/hp per hour. Serial production of the TVD-10 began in 1969, with the engine primarily installed on aircraft such as the Beriev Be-30. In the 1980s and 1990s, the TVD-10 was produced in Poland at the VSK-Rzeszow and VSK-Kalisz plants, with approximately 500 units manufactured. Since 1992, OMKB has conducted maintenance and overhaul operations, repairing 190 engines by 2004 under AP-145 and FAP-145 certification standards.
The TVD-10B is a modification of the TVD-10, designed for re-engining the An-2. It retains the same structural features as its predecessor, with a takeoff power of 1,025 horsepower and a dry weight of 230 kilograms. The engine is designed to operate for up to 10,000 hours, with an inter-repair resource of 2,000 hours and a time between overhauls of 1,500 hours. In Poland, the TVD-10B was produced in serial quantities, and with its reintroduction in Russia, it will continue to be used for maintaining and modernizing An-2 aircraft.
The Siberian Scientific Research Institute of Aviation (SibNIA) plans to have a prototype An-2 equipped with the TVD-10B engine by the summer of this year, while the production of the engine is set to be re-established in Omsk. (Picture source: Russian social media)
The An-2 has been used by Russian military forces since its introduction, fulfilling roles in transport, airborne training, and other logistical operations. During the Soviet period, it was widely utilized by the Airborne Troops, with dedicated squadrons assigned to divisions such as the 106th, 105th, 104th, 7th, 103rd, 76th, and 31st Guards Airborne Divisions. The aircraft remained in military service following the dissolution of the Soviet Union, continuing its role in airborne training. In 2024, Russian conscripts of the Airborne Troops conducted jumps from an An-2 at the Klokovo airfield in the Tula region. The personnel used D-10 main parachutes and Z-5 reserve parachutes, jumping from a height of 1,000 meters at a speed of approximately 160 km/h with a three-second separation interval. The exercise, which included parachute training and tactical drills, resulted in over 500 jumps by the Tula Guards Airborne Unit.
The An-2, known as “Annushka” and “Kukuruznik” in Russia and designated “Colt” by NATO, was developed in response to a Soviet Ministry of Forestry requirement for a new aircraft to replace the Polikarpov Po-2. The Antonov Design Bureau, under the direction of Oleg Antonov, designed the aircraft, with the prototype, initially designated SKhA-1, making its first flight on August 31, 1947. Testing continued through 1947 and 1948, and the aircraft was formally accepted into service as the An-2. It was produced for applications in agriculture, transport, aerial firefighting, and airborne operations. Some aircraft have accumulated flight hours exceeding 20,000.
Production of the An-2 occurred in multiple locations, with more than 18,000 units built between 1947 and 2002. Initial manufacturing took place at Plant No. 473 in Kyiv, followed by large-scale production at WSK PZL-Mielec in Poland, where approximately 11,915 units were produced between 1960 and 2002. Additional production was conducted in China under the designation Yunshuji Y-5, with some sources indicating continued manufacturing. The aircraft was exported to 26 countries and remains in service in Russia, China, and other states. As of 2012, 1,580 An-2 aircraft were listed as operational in Russia, with 322 considered airworthy. Other fleets included 290 aircraft in Kazakhstan, 135 in Ukraine, 143 in Uzbekistan, 89 in Turkmenistan, 82 in Belarus, 63 in Azerbaijan, 30 in Kyrgyzstan, 13 in Moldova, and 6 in Armenia.
The An-2 is a single-engine biplane with a braced-wing configuration powered by a Shvetsov ASh-62IR radial engine with a takeoff power of 1,000 horsepower. Its maximum speed is 258 km/h, with a cruising speed of 180 km/h and a service ceiling of 4,500 meters. The takeoff run is 235 meters, while the landing roll is 225 meters. The upper wing has a span of 18.17 meters, while the lower wing spans 14.23 meters, giving the aircraft a total wing area of 71.52 m². The An-2’s empty weight ranges from 3,400 to 3,690 kg, and its maximum takeoff weight is 5,500 kg. It features slatted wings that deploy automatically at low speeds, allowing it to maintain controlled flight at speeds as low as 50 km/h. The aircraft has been used in both civilian and military roles and continues to operate in regions requiring short takeoff and landing capabilities.
