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Ivchenko AI-25

The Ivchenko AI-25 is a family of twin-shaft, medium-bypass engines developed by the design bureau in , (formerly part of the ), with initial operational capability achieved in 1967. It features a three-stage axial low-pressure , an eight-stage axial high-pressure , an annular , a single-stage high-pressure , and a two-stage low-pressure , delivering a maximum takeoff of 1,700 (3,748 lbf) and a dry weight of approximately 312–348 . Over 9,000 units have been produced across its variants, which are notable for their low specific fuel consumption (around 0.564–0.795 kg/kgf·h), simplicity of design, and extended of up to 18,000 flight hours. Development of the AI-25 began in 1965 to meet the needs of short-haul regional aircraft and agricultural aviation, with production starting in 1967 at the Motor Sich plant. The base AI-25 variant powers the Yakovlev Yak-40 trijet airliner and the PZL M-15 Belphegor agricultural aircraft, emphasizing reliability in civilian and utility roles with a bypass ratio of 2.2 and overall pressure ratio of 8. Key military adaptations include the AI-25TL, introduced in 1971 for the Aero L-39 Albatros jet trainer, which provides 16.87 kN (3,790 lbf) of thrust, a bypass ratio of 2.0, and improved acceleration from idle to maximum in 9–12 seconds, enabling over 3,000 units to equip training fleets worldwide. Other variants, such as the AI-25TLK for the Hongdu JL-8/K-8 Karakorum trainer (58 delivered since 1997) and the AI-25TLSh for upgraded L-39s (flight-tested in 2002), extend its applications to modernized trainers with enhancements in efficiency and durability. The AI-25 series contributed to advancements in entry-level jet training by offering improved and reduced noise compared to earlier engines, along with better endurance and low-speed handling for safer pilot instruction. Recent adaptations include use in unmanned aerial vehicles and cruise missiles, such as the Bayraktar MIUS and FP-5 Flamingo (as of 2025). It remains in active service across 32 countries, including , , and , underscoring its enduring legacy in aviation propulsion.

Design and Development

Origins and Initial Design

The development of the Ivchenko AI-25 was initiated in early 1965 by the Ivchenko OKB (Experimental Design Bureau) in , , to fulfill the demand for a medium-bypass engine optimized for short-haul regional jets operating at speeds up to 1,000 km/h. This effort was primarily driven by the technical requirements of the project, marking the AI-25 as the Soviet Union's first bypass designed specifically for small civil passenger aircraft. The engine adopted a twin-shaft configuration to enhance efficiency and reliability, featuring an axial-flow compressor with three low-pressure () stages followed by eight high-pressure stages, an annular combustor for compact and uniform , a single-stage high-pressure , and a two-stage low-pressure . These choices drew on the bureau's prior experience with and technologies, adapting elements from earlier designs like the AI-7 and AI-9 to prioritize simplicity, low weight, and suitability for regional . Initial performance targets included a of approximately 2.3:1 and an overall pressure ratio of 8.5:1, balancing thrust output with fuel economy for short-field operations.

Certification and Early Production

The Ivchenko AI-25 engine underwent its first ground tests and startup in 1966, marking the beginning of empirical validation for the design developed to power short-haul airliners. This was swiftly followed by the of the Yak-40 prototype aircraft, equipped with three AI-25 engines, on October 21, 1966, which demonstrated the engine's integration and performance under flight conditions. These initial tests paved the way for regulatory approval, with the engine cleared for production by Soviet authorities in 1967, enabling the transition from prototyping to serial manufacturing. Production of the AI-25 commenced in 1967 at the Zaporozhye engine plant in the Ukrainian SSR, now known as Motor Sich, where the facility scaled up to meet demands for the burgeoning Yak-40 fleet. By 1980, over 3,000 AI-25 units had been manufactured primarily to equip the Yak-40, supporting the rapid expansion of regional air transport in the Soviet Union and contributing to the aircraft's role as a workhorse for Aeroflot. This early production phase established the AI-25 as a reliable powerplant, with the Zaporozhye facility becoming the primary hub for assembly and quality control. The AI-25 entered commercial service in 1968 aboard the Yak-40, with initiating passenger operations on September 30 of that year, following Soviet type for the integrated aircraft-engine . This milestone reflected the engine's successful completion of testing, confirming its safety and performance for . Early production focused on ensuring consistent output to sustain the Yak-40's rollout, which by the late had solidified the AI-25's position in Soviet aviation infrastructure.

Modern Upgrades and Derivatives

In the post-Cold War era, the Ivchenko AI-25 platform underwent significant enhancements led by Ukraine's design bureau and manufacturing facility, focusing on improved performance for legacy aircraft and emerging unmanned systems. The AI-25TLSh variant, developed in the and subjected to successful by the of in 2002, serves as a key upgrade for the trainer aircraft. This engine delivers a maximum takeoff of 1,720 kgf (16.9 kN; 3,790 lbf), a slight increase over the baseline AI-25's 1,700 kgf (16.7 kN; 3,748 lbf) output, enabling enhanced operational capabilities for modernized L-39 fleets. Further adaptations extended the AI-25 family into applications, with the AI-25TLT variant specifically engineered in response to international demands for higher-power propulsion. Developed by around 2021 for integration into Turkey's (also known as MIUS) combat UAV, the AI-25TLT provides increased thrust compared to prior models, supporting flight profiles in the MIUS-A configuration. This variant aligns with broader efforts to adapt the AI-25 for precision-guided platforms, leveraging the engine's proven reliability in diverse operational environments. Resourceful repurposing of existing AI-25 components has also emerged in munitions development, particularly amid geopolitical constraints. In 2025, Ukraine's FP-5 Flamingo long-range , produced by Fire Point (also referred to as Milanion), incorporated salvaged AI-25TL engines sourced from decommissioned L-39 trainers and surplus stockpiles, including those recovered from storage facilities. These repurposed units, originally rated for endurance but with limited remaining service life, enable the missile's 3,000 km range at cruise speeds of 850–950 km/h, approximating 3–3.5 hours of powered flight while carrying a 1,150 kg . Production of the AI-25 series continues at in , , as of 2025, sustaining a legacy that has exceeded 9,000 units across all modifications since serial manufacturing began in 1967. The engines support ongoing export commitments, including deliveries to for the JL-8/K-8 advanced and integrations in Eastern European operators' fleets, with more than 30 countries operating AI-25-powered platforms in total. These efforts underscore the platform's adaptability, ensuring its relevance in both civil and contexts despite evolving global supply challenges.

Variants

Core AI-25 Series

The core AI-25 series encompasses the baseline AI-25 and its updated variant, the AI-25A, both developed as medium-bypass engines for , particularly optimized for powering configurations in short-haul passenger . The original AI-25, certified for production in 1967, provides a takeoff of 1,500 kgf (3,307 lbf; 14.71 ) and was specifically tailored for the , featuring a twin-shaft design with a three-stage low-pressure and an eight-stage high-pressure to balance efficiency and simplicity in regional operations. In the , the AI-25A emerged as a refined iteration of the AI-25. Production of the core AI-25 series reached over 6,300 units.

AI-25TL Family

The AI-25TL family consists of engines derived from the core AI-25 series, specifically adapted for to provide reliable performance with reduced fuel consumption and minimized noise. Initiated in 1968 for integration with the jet trainer, the baseline AI-25TL delivers a maximum takeoff of 3,748 lbf (16.68 ), enabling 30% lower specific fuel consumption than equivalent engines of the era while achieving a 15 dB reduction in operational noise compared to predecessors. These adaptations prioritized endurance and pilot comfort in training roles, with the engine's twin-shaft design incorporating an eight-stage , annular , and three-stage for efficient low-altitude operations. In the 1980s, the AI-25TL Series 2 (AI-25TL Ser.2) variant emerged as an upgraded model designed for the Mikoyan MiG-AT trainer. This improvement supported more intensive training schedules, maintaining the core thrust rating while optimizing fuel efficiency. The AI-25TLK is a version of the AI-25TL developed for the Hongdu JL-8/K-8 Karakorum trainer, with 58 units delivered since 1997. The AI-25TLSh is an upgraded variant for modernized L-39s, featuring higher maximum of 1,850 kgf (18.14 kN; 4,078 lbf) and reduced acceleration time, flight-tested in 2002. Overall, more than 3,000 AI-25TL family engines have been produced since the late 1960s, with many units remaining in active service worldwide as of 2025.

Licensed and Modified Versions

The WS-11 turbofan engine represents a prominent example of international of the AI-25 , developed as a reverse-engineered copy by China's starting around 2000. This low-thrust, non-afterburning engine, with a maximum output of approximately 16.9 kN (3,792 lbf), powers the JL-8 and K-8 jet trainers, where the JL-8 variant integrates indigenous Chinese for enhanced compatibility with domestic systems. Mass production commenced in 2002, and over 500 units had been manufactured by 2025, facilitating the widespread export of K-8 aircraft and extending the influence of AI-25-derived technology across global trainer fleets. In the , licensed production of the AI-25TL occurred under the designation Walter from the 1990s, primarily to support upgrades of the L-39MS . Built by Motorlet (now part of the Group), the Titan version maintained the core AI-25TL architecture but incorporated Western manufacturing standards and materials. This adaptation allowed continued operation of L-39 variants in post-Cold War environments with reduced logistical dependencies on Eastern suppliers.

Applications

Civil and Transport Aircraft

The Ivchenko AI-25 engine found its primary application in through powering the , a designed for short-haul routes in the . Introduced in 1968, the Yak-40 utilized three AI-25 engines to serve as the backbone of 's regional network, connecting smaller airports across the USSR and enabling efficient operations on unpaved runways. With a total production run of 1,010 aircraft between 1966 and 1981, approximately 840 of which were operated by Aeroflot, the Yak-40 fleet significantly expanded access to air travel in remote areas, supporting the Soviet emphasis on widespread regional connectivity. In agricultural , the AI-25 powered the , a unique jet-powered developed by Poland's WSK PZL-Mielec for crop-dusting and low-altitude spraying missions. Debuting with its first flight in 1973 and entering in 1976, the M-15 employed a single AI-25 engine to achieve the slow speeds necessary for precise agricultural work while maintaining sufficient thrust for operations in dusty, low-level environments. Production totaled 175 units until cessation in 1981, after which the type was exclusively used within the Soviet bloc for utility roles, though it fell short of initial plans to replace propeller-driven aircraft like the due to performance limitations. The integration of the AI-25 in these civil platforms contributed to broader economic and logistical impacts in the Soviet sector by facilitating reliable short-range and specialized utility services. The Yak-40's , supported by the engine's balanced output of approximately 15 kN per unit, allowed for high utilization rates on domestic routes, enhancing the overall efficiency of Aeroflot's operations and promoting economic ties across the . Similarly, the M-15's deployment underscored efforts to modernize through jet technology, albeit on a limited scale.

Military Trainer Aircraft

The Ivchenko AI-25TL turbofan engine has been a cornerstone in the development of several military jet trainers, providing reliable power for subsonic flight regimes that enhance pilot training from basic maneuvers to advanced aerobatics and light attack simulations. Its modular design and moderate thrust output of approximately 16.9 kN make it ideal for cost-effective training platforms, allowing extended flight durations that maximize instructional time while minimizing operational costs. This integration has facilitated widespread adoption in air forces seeking affordable, versatile aircraft for transitioning pilots to high-performance jets. The , introduced in 1969, exemplifies the AI-25TL's pivotal role in training. Powered by a single AI-25TL mounted in the rear , the L-39 achieves an endurance of up to 3.8 hours with external fuel tanks, enabling prolonged aerobatic sessions critical for developing pilot proficiency in high-g maneuvers and . Over 2,800 units were produced by , with more than 40 air forces worldwide operating the for primary and advanced training, underscoring its global impact on military readiness. In the , collaboration between the and led to the co-development of the , later exported as the K-8 Karakorum, which incorporated a licensed version of the AI-25TL known as the WS-11 . This engine powers the tandem-seat trainer for advanced pilot instruction, including weapons delivery and tactical navigation, with its contributing to during extended sorties. More than 500 units have entered service across multiple nations, including and , where it supports comprehensive training curricula and light combat roles, demonstrating the AI-25 family's adaptability in joint international programs. The Mikoyan MiG-AT prototype, tested in the 1990s, further illustrated the AI-25TL's potential in next-generation trainers despite limited realization. Intended as a light attack and advanced trainer successor to earlier Soviet jets, the design considered the AI-25TL Series 2 variant to leverage its proven reliability for versatile missions, though funding constraints restricted production to five units equipped with alternative engines. These tests highlighted the engine's suitability for light attack configurations, emphasizing its role in bridging training and operational versatility amid post-Cold War economic challenges.

Specialized and Emerging Uses

In recent years, the Ivchenko AI-25 has found application in unmanned aerial vehicles (UAVs), particularly through its TLT variant integrated into Turkey's (also known as MIUS), a stealthy developed by Technology. The AI-25TLT provides the propulsion for high-altitude operations up to 25,000 feet, enabling missions with speeds and multirole capabilities. This integration, initiated via contracts signed in 2021 between and Ukraine's , supports modular internal payload bays for sensors and munitions, allowing flexible configurations for intelligence gathering and precision strikes. The engine delivers a maximum takeoff of approximately 3,800 lbf (16.9 kN), contributing to the vehicle's endurance of over three hours and maximum takeoff weight of 8.5 tons. Serial production of the Kızılelma with this engine began in 2025, marking a shift toward unmanned platforms in regional defense strategies. The AI-25 has also been adapted for missile systems, notably in Ukraine's FP-5 Flamingo ground-launched , unveiled in August 2025 by developer Fire Point. This system utilizes refurbished cores from the AI-25TL engine, sourced from Soviet-era surplus, to achieve cost-effective . Paired with a solid-fuel booster for launch, the engine enables a speed of 850–900 km/h, supporting a range of 3,000 km and approximately 3.5 hours of time for target engagement. The missile has seen combat use since August 30, 2025, including strikes on Russian targets in and mainland . Guidance relies on GPS/GNSS with inertial navigation backup and jamming-resistant antennas, providing a of 14 meters for strikes against high-value . The missile's 1,150 kg and 6,000 kg launch weight underscore its role in long-range, low-cost , with production scaling to thousands of units annually as of late 2025.

Specifications

General Characteristics

The Ivchenko AI-25TL is a twin-shaft, medium-bypass (2.0:1 ) engine developed for applications. It represents the reference variant in the AI-25 series, emphasizing compact design suitable for trainer and light transport roles. Key physical dimensions of the AI-25TL include a of 3,358 mm and an intake diameter of 611.6 mm, contributing to its integration into fuselage-mounted configurations. The engine maintains an overall pressure of 9.5:1, achieved through its arrangement. The dry mass of the AI-25TL is 350 (772 ), encompassing integrated accessories for operational readiness. It operates on aviation kerosene fuels such as Jet A-1 or TS-1, supported by a spray oil system that ensures reliable lubrication, including adaptations for zero-g and negative-g conditions.

Components

The Ivchenko AI-25TL engine features a twin-spool with a total of 12 stages, comprising three low-pressure stages that function as the fan and nine high-pressure stages. This configuration enables efficient air compression for both the core and bypass stream, contributing to the engine's medium-bypass ratio design. The is an annular type with a single-annulus chamber, equipped with 12 single-channel fuel nozzles for and distribution. This setup promotes uniform and efficient fuel within the axially oriented chamber. Downstream of the , the section consists of a single-stage high-pressure driving the high-pressure and a two-stage low-pressure connected to the . The high-pressure operates on a separate from the low-pressure components, allowing independent speed control for optimized performance across operating conditions. Key accessories integrated into the AI-25TL include an engine-driven starter-generator providing 27V electrical at 7.5 kVA, a mounted on the accessory gearbox, and a system for anti-icing that draws hot air from the stages to prevent ice buildup on the . These subsystems support reliable starting, generation, hydraulic actuation for controls, and in adverse weather.

Performance

The Ivchenko AI-25TL engine provides a maximum takeoff of 3,792 lbf (16.87 kN) at static (SLS), (ISA) conditions. For the upgraded AI-25TLSh variant, increases to 4,188 lbf (18.15 kN) in combat mode at SLS, ISA, without . Cruise is rated at 1,135 lbf (5.05 kN) at 6,000 m altitude, 0.483, ISA. Specific fuel consumption (SFC) for the AI-25TL is 0.58 lb/lbf·h (17 g/kN·s) during takeoff at , , reflecting the engine's balance of power and efficiency for short-field operations, while it is approximately 0.815 lb/lbf·h (23.1 g/kN·s) in cruise mode to support extended endurance. In the AI-25TLSh configuration, SFC remains similar to the base TL in training mode, with modest improvements in durability and overall efficiency compared to the original AI-25TL. The AI-25 series offers up to 30% better compared to earlier engines. The engines maintain reliability across a broad operational envelope, from sea-level static conditions up to altitudes of 11,000 m (36,000 ft) and ambient temperatures ranging from -60°C to +50°C. Assigned time between overhaul (TBO) is 1,000 hours following upgrades from the original 750-hour interval, with a total service life limit of 3,000 hours. Environmental performance includes noise levels approximately 15 dB below ICAO Annex 16 Chapter 3 standards, contributing to reduced acoustic impact at training bases and airfields. Emissions compliance aligns with contemporary requirements, supported by the engine's for future adaptations in SFC and pollutant reduction.

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