Як 40 с двумя двигателями: Начались лётные испытания двухдвигательного самолёта Як-40

ЯК-40 — обзор самолета, технические характеристики

Разработанный в 1964 году Як-40 был запущен в серийное производство в 1967 году. Первые экземпляры машины были рассчитаны на 24 пассажиров. Расстояние, которое мог пролететь лайнер, составляло 710 километров. Немного позже число кресел было увеличено до 27, а затем, после ряда изменения, пассажировместимость увеличилась до 32, при этот возросла и дальность полета.

Самолет оказался надежным. Имея в хвостовой части три двигателя, он мог продолжать горизонтальный полет при отказе двух. К середине 1972 года эти лайнеры в общей сложности налетали больше 150-и миллионов километров, перевезя при этом почти семь миллионов человек.

Хотя Як-40 имел реактивные двигатели, и его взлетная и посадочная скорости превышали те, которые обычно имеют самолеты, способные эксплуатироваться на грунтовых аэродромах, лайнер без всяких проблем садился и взлетал в любых условиях. Это обеспечивалось колесами шасси большого диаметра и двигателями. Воздухозаборники боковых силовых установок располагались над крыльями. Поэтому ни камни, ни песок, ни иные предметы на грунтовых аэродромах при взлете – посадке попасть в них не могли.

Серийный выпуск Як-40 прекратился в 1981 году. Причина – завод-изготовитель начал производить Як-42. Была и еще причина. Лайнер с реактивными двигателями стал не выгодным. Он, расходуя много топлива, перевозил на незначительные расстояния совсем мало пассажиров. Последний такой самолет построили в 1982 году.

Як-40

В конце 1980-ых годов Як-40 начали списывать, но вначале 1990-ых годов из-за низких цен авиационного топлива он стал востребованным. При этом лайнер использовали как корпоративный или VIP-транспорт. В 1992 году Смоленский авиационный завод начал заниматься доработкой самолетов. Изменения, прежде всего, касались увеличения топливных баков. Это увеличивало дальность полета. Установка радиооборудования и другие изменения позволили лайнеру летать за рубеж.

Однако машины продолжали стареть, одновременно росла цена на горючее. При этом на рынке авиаперевозок появлялись экономичные подобные Як-40, лайнеры. Сыграло роль и сокращение региональных авиаперевозок. В результате в начале 200-ых годов эти лайнеры начали массово списывать.

Особенности салона и пассажирские места

Среди удобств, предназначавшихся для пассажиров, можно назвать собственный трап, расположенный в хвостовой части самолета. Такая деталь давала возможность расширять перевозки, используя аэропорты с неразвитой инфраструктурой.

Сразу за входной дверью, открывающейся внутрь, небольшое помещение. Здесь с одной стороны дверь туалета, с другой гардероб и складывающееся кресло бортпроводника. Далее небольшой буфет. Поскольку длительность перелета у самолета небольшая, кухни не предусмотрено. Пассажирам предлагались лишь прохладительные напитки.

Багажного отделения, присутствующего у лайнеров больших размеров, не предусмотрено. Место для багажа находилось здесь же, напротив буфета. Там располагались полки, которые закрывались шторкой. Багаж к самолету пассажиры доставляли самостоятельно. Они же и размещали его на полках.

Салон самолеты был представлен в двух вариантах: эконом-класс и бизнес-класс с эконом-классом. В последнем случае в эконом-классе находилось 12 кресел (по 4 в ряду с проходом между парами кресел). Бизнес-класс – диван и кресла у правого борта, у левого – стол.

Салон Як-40

При компоновке салона эконом-класс существовали два варианта расположения кресел: 2+2 и 1+2. Хотя второй вариант не позволял взять на борт максимальное число пассажиров, тем самым снизив себестоимость перелета, для людей он был более удобным.

Вариант расположения в ряду четырех кресел давал существенное снижение уровня комфорта. Ведь и у Боинга-777 ближе к хвостовой части появляются некоторые неудобства из-за сужения салона. В салоне Як-40 это проявлялось в значительной степени.

Обычно некоторые плюсы существуют у пассажиров, сидящих в креслах, расположенных у иллюминаторов. В этом лайнере такой плюс исчезал из-за круглого сечения фюзеляжа. Это закругление просто мешало пассажиру.

Незначительный плюс отмечался лишь у кресел, находящихся в носовой части салона. У пассажиров в первом ряду было больше пространства для ног. Сидящих у прохода никто не беспокоил, потому что в этом месте пассажиры по салону не передвигались.

Схема пассажирских мест Як-40

Самолет Як-40 в зарубежных авиакомпаниях

Уже в 1967 году лайнер начали выставлять в зарубежных авиасалонах. Поскольку характеристики у него были высокими, им интересовались представители зарубежных авиакомпаний. Так, авиакомпании ФРГ заказали в те годы 14 самолетов. Были заинтересованы в приобретении Як-40 компании Италии, Швеции, Франции. Однако процесс сертификации затянулся. Основной причиной стало то, что в СССР зарубежные специалисты не допускались на осмотр изготовления самолетов. В результате большая часть возможностей была упущена.

Только в 1972 году в ФРГ и Италии были получены сертификаты летной годности для этого самолета. Надо подчеркнуть, что Як-40 стал первым лайнером, который начали эксплуатировать авиакомпании капиталистических стран.

Продвижения самолета за рубеж занимался «Авиаэкспорт». Он обращался и к фирме Боинг по поводу эксплуатации самолета на территории Северной Америки при совместных его продажах и обслуживании. Однако дело ограничилось намерениями. Препятствием стало отношение представителей некоторых американских властных структур .

Характеристики Як-40

Длина: 20,36 м.
Высота: 6,5 м.
Размах крыльев: 25 м.
Площадь крыльев: 70 кв.м.
Крейсерская скорость: 510 км/ч.
Максимальная скорость: 546 км/ч.
Дальность полета: 820 км.
Число пассажирских мест: 27, 31, 34, 36, 40.
Экипаж: 3 ч.

Заключение

Небольшой пассажирский самолет Як-40 оказался надежной и совершенной машиной. Он мог эксплуатироваться в различных климатических условиях. Лайнер легко взлетал и садился на плохо подготовленные грунтовые аэродромы. Его можно было без труда эксплуатировать в горной местности. Однако по ряду причин совершенствование машины время от времени или вовсе останавливалось, или шло недостаточно эффективно.

Тем не менее, запас прочности самолета, возможностей усовершенствования у машины оказалось достаточно много. Одна из главных задач, которую можно было решить, – установка более экономичных двигателей. Такое было сделано в 2016 году. В ноябре того года в первый полет отправился самолет с двумя двигателями.

Расчет стоимости такси в аэропорт

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40… — В ДВИЖЕНИИ … — ЖЖ

Об этом самолёте я могу рассказывать много и долго, но всё это ещё будет, а сегодня хочется вспомнить о том, что 30 сентября 1968 года началась коммерческая эксплуатация самолета Як-40 в Аэрофлоте. В этот день, 47 лет назад, самолёт впервые вышел на линию Москва (Быково) — Кострома …

(до 1600)

Як-40 — первый в России и в мире реактивный самолет МВЛ и первый пассажирский самолет ОКБ им. Яковлева. Он стал первым российским самолетом, получившим сертификат летной годности в развитых капиталистических странах. На его проектирование и постройку понадобился всего один год. 21 октября 1966 года летчик-испытатель Арсений Колосов впервые поднял самолет в воздух. Проектируя Як-40, ОКБ заложило в его конструкцию избыточный запас прочности и приспособило самолет к полетам с грунтовых аэродромов…

Годы конечно берут своё. «Живых» летающих Яков сегодня легко можно пересчитать, и тем ценне то, что у некоторых из них всё же появляется вторая жизнь…

Некоторым уготовано было стать статическими экспонатами или просто памятниками в самых разных уголках земли…

Вот этот 40-й гордо расправил крылья на самом берегу Севана, на территории базы отдыха…

И даже без двигателей он всё равно рвётся в небо, в облака, сползающие с окресных гор на озеро…

А этому красавцу повезло больше. Попав в руки настоящих энтузиастов и неравнодушных к небу людей, он и сейчас находится в лётном состоянии и изредко радует гостей подмосковного аэродрома своими взлётами и посадками…

В 1981 году прекратился выпуск этих машин. Было построено 1003 борта, но жизнь 40-х на этом ещё не закончилась…

Они всё ещё трудятся на местных линиях наше огромной страны, да и не только нашей…

На сегодня назначенный ресурс Як-40 составляет 45000 часов, 35000 полётов, 40 лет (границы продления).
В эксплуатации на 2015 год осталось 104 борта, на хранении — 387.

p.s. По данным СибНИА, в 2013 г. в авиакомпаниях разных стран находилось более трех сотен Як-40 (из них в России — порядка сотни), пригодных для ремоторизации с возможностью продления ресурса на десять и более лет. Согласно информации Росавиации, в реестр отечественных эксплуатантов, имеющих сертификат на коммерческие воздушные перевозки, в сентябре 2014 г. было вписано 28 самолетов данного типа. На сегодня СибНИА ведёт проектные работы по ремоторизации Як-40, заключающаяся в замене устаревших и неэкономичных двухконтурных турбореактивных двигателей АИ-25…

90000 INSIGHT: Yak-40 switches to Western engines 90001 The Yak-40 is being flight tested in twin-engine variant (Photo by Sergey Ivantsov / SibNIA) 90002 A rejuvenated, new-generation, twin-engine version of the iconic Yak-40 regional trijet aircraft could satisfy a high demand in the Russian domestic market, which currently does not offer any domestically-built jets for the 35-to-40 passengers sector. 90003 90002 With price tags of similar-sized foreign types too steep for the Russian market, a re-engined Yak-40 is an exciting major project at the Siberian Research Institute of Aviation (SibNIA), which is in the process of developing an upgraded Yakovlev Yak-40 twin-engined version.90003 90002 On November 29, a twin-engined Yak-40 testbed version took off for its first flight from Novosibirsk’s Yeltsovka airfield, Sergey Ivantsov, lead engineer at SibNIA’s experimental design bureau and Karel Sovak, US engine manufacturer Honeywell’s regional sales manager for Europe, the Middle East, and the CIS, told 90007 Russian Aviation Insider 90008. 90003 90002 The primary objective of the new testing phase on the re-engined Yak-40 was to receive additional information and collect statistical data.90003 90002 The Yak-40 first flew in 1966 and more than 1,000 of the type were built before production stopped in 1982. The airliner was originally designed to carry 24 passengers and its seating capacity was subsequently increased to 32. The Yak-40 was originally powered by three 1,500-kg-thrust Ivchenko AI-25 jet engines, which are in series production at Ukrainian engine specialist Motor Sich. 90003 90002 The current upgrade program has replaced the baseline’s original three powerplants with a pair of Honeywell (formerly Garrett) TFE731 engines.The testbed, which is based on a production airliner built in 1975, is powered by two TFE731-3 Series engines, each with around 1,700 kgf take-off thrust. 90003 90002 SibNIA developed new pylons for the US-made engines. On December 8, 2012 the testbed first flew with one TFE731-3 and two AI-25s. On May 20, 2013, it performed its first flight with two TFE731-3s and one AI-25 (No 2). 90003 90002 In the current modernization phase, the Yak-40 is being tested in a twin-engined configuration for the first time.The No 2 AI-25 powerplant, the only one of the original three engines fitted with a thrust reverser, was taken off the aircraft and replaced by a fairing. The original AI-9 APU was replaced by a Garrett (Honeywell) 3092 APU with a 9 kW starter generator. The engines can now be started electrically instead of pneumatically. 90003 90002 The Yak-40 re-engining project is expected to bring the airliner’s fuel efficiency up to the levels of foreign equivalents (Photo by Sergey Ivantsov / SibNIA) 90003 90002 «The objective of these test flights is to check the aircraft’s structural and aerodynamic behavior,» says Ivantsov.»After that, we will rearrange the airframe to install more powerful engines, most likely the TFE731-5 Series. This will happen in January 2017. » The TFE731-5, however, may become an interim solution. 90003 90002 «If the flight tests confirm the required performance (the climb gradients needed for certification), then we will most likely go with the TFE731-5 series as our final choice,» Ivantsov reveals. » Later on we may install thrust reversers or think of something else. » 90003 90002 Honeywell’s first TFE731 (turbo fan engine) version was certified in 1972, and the TFE731 family now comprises 20 models.The smallest, the TFE731-2 series, has a take-off thrust of around 1,600 kgf. The largest family member, the TFE731-F125IN, produces approximately 4,100 kgf of thrust in afterburn mode. 90003 90002 Sovak notes that the TFE731-3’s power does not meet the upgraded Yak-40’s requirements: «We have already prepared two pre-owned TFE731-5s. They are physically in our possession. We obtained them from our engine bank. » Sovak says TFE731-60 engines may also prove a good solution. 90003 90002 Neither Ivantsov nor Sovak specifies which particular modification of the TFE731-5 series might be used.The Honeywell product line includes variations of this series with a range of 2,050 and 2,150 kgf take-off thrust. The TFE731-60’s take-off thrust roughly equals 2,270 kgf. 90003 90002 SibNIA’s presentation specifies that the TFE731-3 engines are connected to the testbed’s original electric and hydraulic systems, and also to the original air bleed system, which supplies the air conditioning and anti-icing. 90003 90002 Although a new engine instruments panel has been installed in the testbed cockpit, the standard, proven, Yak-40 controls stay.90003 90002 Overall, the upgrade is expected to considerably improve the Yak-40’s performance, shortening the take-off distance by 50 per cent, halving the time and fuel spent in climb, cutting fuel burn by half in the descent and approach phases, and reducing the landing distance by a factor of 1.2 to 1.5. The aircraft’s range will increase by 30-40 per cent, and cockpit and cabin noise levels lowered. 90003 90002 The re-engined aircraft will have a cruising airspeed of at least 590 km / h, compared to the baseline’s 510.Its take-off weight will be at least 17.2 tonnes, which equals the baseline’s MTOW and the upgraded airliner will have at least 3,200 kg payload capacity, against the baseline’s 2,720, according to OEM Yakovlev Design Bureau. The modernized Yak-40 will also enjoy a ceiling of 8,600 meters instead of the current 6,000; whilst fuel burn will be greatly reduced, not exceeding 650 kg / h (compared to the current 1,059 kg / h, according to ATO Sourcebook). 90003 90002 According to FATA, 24 Russian-registered Yak-40s had valid airworthiness certificates as of December 2016 (Photo by Leonid Faerberg / Transport-Photo.com) 90003 90002 The institute points out that there are currently more than 190 Yak-40s still flying that have 10 and more years of operational life left; and there are enough aircrew and ground specialists qualified on the type still in business to continue operating them. 90003 90002 The SibNIA presentation does not hint at the possible cost of the re-engine program. Sources at the institute said in 2013 that, with leased TFE731s, re-engining a single Yak-40 would cost around US $ 500,000. If the powerplants were to be bought on the market, then that figure would increase to $ 780,000.With recently overhauled engines the price tag could be as steep as $ 2.5 million per airframe. Back then, however, the prices may have been quoted for a three-engined configuration with TFE731-3 powerplants. 90003 90002 According to Ivantsov, SibNIA has had a visit from the general director of Belarus’s Minsk-based Civil Aviation Plant 407, the only enterprise in the world still offering overhaul services on the Yak-40: «They have a registry of aircraft that they repair ; they have very many orders, and not only from Russia.There are clients in Africa and South America as well. Minsk is interested in our expanding the re-engining program, because this would also mean new orders for them, «he says. 90003 90002 Asked how SibNIA is planning to have the re-engined Yak-40 certified, Ivantsov replies: «Based on our experience with the TVS-2MS aircraft [Antonov An-2 biplanes re-engined under a SibNIA project], amendments are being introduced into the aviation rules which specifically apply to certification and profound modernization.This is being done to synchronize our regulations with the western practice of issuing the so-called supplementary type certificate (STC), which does not require the OEM’s approval. 90003 90002 Yakovlev is not getting in the way of the project. «They made it clear that they are not interested in upgrading the type. In fact, we may say that they have nobody around who would be able to upgrade it. Therefore, we will most likely choose the certification route, as was the case with the TVS-2MS, «he continues.90003 90002 Ivantsov says SibNIA expects to continue even further with its Yak-40 initiative and is aiming to gradually replace the aircraft’s primary structural elements. A similar program is currently being implemented on the An-2. 90003 90002 The SibNIA presentation reads that the institute is considering a number of projects to create next-generation regional aircraft capable of seating 30-to-50 passengers. The first phase of this might involve replacing the Yak-40’s wing with one with new profiles, shape and high-lift devices, and would also make wide use of composite materials.These developments are expected to improve the aircraft’s cruise, take-off and landing performance even further. 90003 90002 The technological solutions involved in re-engining the Yak-40 and in creating new structural elements for the future interim version will create several new-generation airliners. The presentation offers a glimpse at the preliminary codenames for these projects: VIC 30X (a 30-seater), VIC 40X (a 40-seater), and VIC 50X (a 50-seater). 90003 .90000 Airliners.net 90001 90002 Details 90003 90004 Type 90005 90004 Regional jet airliner 90005 90004 History 90005 90004 The Yak-40 was the first jet powered airliner in its class in service in large numbers anywhere in the world, preceding the ERJ-135 and 328JET by three decades.Design of the Yak-40 resulted from a mid 1960s Aeroflot requirement for a replacement for the thousands of Lisunov Li-2s (Soviet built DC-3s), Ilyushin Il-12s and Il-14s (described separately) then in service. Aeroflot attached great significance to the Yak-40 program, as the aircraft was intended to operate regional services that accounted for 50% of Aeroflot’s passenger traffic. A S Yakovlev (after whom the design bureau is named) led the Yak-40 design team, and the program’s existence was revealed on October 21 1966 when the first prototype made its maiden flight.The type went into production in 1967 and entered service with Aeroflot in September 1968. Production continued until 1978, with 1011 built by the Saratov aircraft factory, of which 125 aircraft were exported to 18 countries. The Yak-40’s most noticeable design feature is its trijet configuration, with three specially developed Ivchenko AI-25 two shaft turbofans. The three jet engine layout was chosen for increased redundancy (and hence better one engine out performance, allowing good short field performance).The unswept, high aspect ratio wing is also designed for good field performance. An APU and a ventral airstair in the rear fuselage allow autonomous operation at remote airfields. A high power-to-weight ratio allows the Yak-40 a good hot-and-high performance — operating economics was a lesser priority. The Yak-40 remained basically unchanged during its production life, but a number of developments were proposed, including the Yak-40M, a 40 seat stretched development. For a time a US company, ICX Aviation, planned to build the type in the USA with western avionics and three Garrett TFE731 turbofans.The Yak-40TL twin engine conversion was also proposed. The main difference would have been the replacement of the Yak-40’s three engines with two Lycoming LF 507s. The Yak-40K is a cargo-passenger version with a port-side forward cargo door with a maximum payload of 3200kg (7055lb) in all freight configuration. The Yak-40D has two additional fuel tanks to increase the total fuel capacity to 6000kg (13,200lb). The Yak-40DTS is a troop carrier and paramedic configuration. Other versions are equipped for calibration, meteorological research, testing and inspecting of radio-electronic equipment, and for use as an engine testbed.Apart from airliner use, a number are in service as corporate or government transports with a VIP interior. 90005 90004 Powerplants 90005 90004 Yak-40 — Three 14.7kN (3300lb) Ivchenko AI-25 turbofans. 90005 90004 Performance 90005 90004 Yak-40 — Max cruising speed 550km / h (297kt), economical cruising speed 470km / h (254kt).Range with max payload of 32 passengers 1450km (780nm), range with max fuel 1800km (970nm). Yak-40D — Range with maximum fuel and reserves 2200km (1185nm). 90005 90004 Weights 90005 90004 Yak-40 — Empty 9400kg (20,725lb), max takeoff 16,000kg (35,275lb). Yak-40D — max takeoff 17,200kg (37,920lb) 90005 90004 Dimensions 90005 90004 Wing span 25.00m (82ft 0in), length 20.36m (66ft 10in), height 6.50m (21ft 4in). Wing area 70.0m2 (735.5sq ft). 90005 90004 Capacity 90005 90004 Flightcrew of three (two pilots and engineer). Typical passenger seating arrangement for 27 at three abreast and 78cm (30in) pitch. Maximum seating for 32 in a high density four abreast configuration. Some fitted with corporate interiors with seating arrangements for 12-15 passengers. 90005 90004 Production 90005 90004 Total Yak-40 production is 1011 of which approximately 750 were built for Aeroflot.Appr 90005.90000 Yak-40 | Felis Planes 90001 90002 90003 90002 This plane is open and free. You can say thanks to author on X-Plane.ORG 90003 90002 The Yak-40 is the first soviet short range jet airliner and the first civil aircraft from Yakovlev design bureau. Because of its small size and black smoke from its engines it was called «cigarette butt», and for its great fuel consumption — «fuel fighter». But anyway this airplane shows itself as simple thing to fly and maintenance and reliable in flight.She could takeoff when one of her engines fails and continue to fly even after two of her three engines failed. 90003 90002 The Yak-40 finally replaces the Il-12 and Il-14 in regional lines, which were completely outdated it that time, and make a great competitor to the turboprop An-24. Passengers love the Yak-40 for its comfort. Pilots and engineers for its simple use and maintenance. The Yak-40 and An-24 are still in use on many regional lines in countries of ex USSR and neighbor. 90003 90010 The model is equipped with: 90011 90012 90013 Full complex of navigation system, including automatic directional finder ARK9 90014 90013 Nav complex CourseMP 90014 90013 Directional system GMK1 and MK8 90014 90013 Meteolocator «Kontur» and TCAS 90014 90013 Fire extinguisher system 90014 90013 Pressurization and air conditioning systems 90014 90013 Fuel system with fuel buster pumps, cross and flow valves 90014 90013 Hydraulic system, which feeds the flaps, stab landing gears and brakes 90014 90029 90002 Yak-40 is the first soviet airplane, designed to be controlled by two pilots and one engineer.But really it could be flown by only two. 90003 90002 As all our model, this one also have fully functional virtual cockpit and exterior, correct dynamics and systems 90003 90002 All systems and most calculations made by plugin, which starts automatically, as plane being opened. 90003 90002 90037 This product requires Windows XP or higher, Linux or MacOSX 10.5 or higher 90038 90003 .90000 Yakovlev Yak-42 90001 90002 The 90003 Yakovlev Yak-42 90004 (NATO reporting name: «90003 Clobber 90004») is a 100/120-seat three-engined mid-range passenger jet. It was designed as a replacement for several obsolete Aeroflot jets as a mid-range passenger jet. It was also the first airliner produced in the Soviet Union to be powered by modern high-bypass turbofan engines. 90007 [2] 90008 90009 90010 Design and development 90011 Yak-42 seen from behind with rear airstair deployed Yakovlev Yak-42D of Lviv Airlines.90002 The Yak-42 was designed as a replacement for several earlier Aeroflot aircraft, including the twin-engined Tupolev Tu-134, An-24 and An-26, and the Il-18, as well as various smaller aircraft serving routes experiencing significant growth, and where airports and runways had been expanded to accommodate more advanced aircraft. To meet this requirement Yakovlev developed the largest, heaviest, and most powerful aircraft they had ever designed. 90007 [2] 90008 90009 90002 To save design time Yakovlev conducted a detailed study of all foreign aircraft in the same category.An unprecedented amount of research was performed by Yakovlev, CAHI, CIAM and other organizations. A major manufacturing plan was drawn up under which parts were to be constructed at Saratov, with final assembly at Smolensk, the reverse of the Yak-40 program. 90007 [2] 90008 90009 90002 The project started with a scaled-up Yak-40 with an unswept wing, and seating for 114 passengers in nineteen rows of three plus three. 90007 [2] 90008 90009 90002 This design was soon rejected as uncompetitive with western counterparts.In addition, western aircraft were employing high-bypass turbofan engines, and the decision was made to use a similar engine in the new aircraft. Vladimir Lotaryov designed a three-shaft engine with a bypass ratio of 5.4 / 5.6 specifically for the Yak-42. In late 1972 Yakovlev decided to place three engines on the aircraft, as had been done with the Yak-40 (he was also influenced by the Boeing 727 and Hawker Siddeley Trident). Lotaryov designed the new engine, designated D-36, to deliver 6,500 kp (14,330 lbf) of thrust.90007 [2] 90008 90009 90002 The full-scale mock-up was revealed to western aviation writers in June 1973. It was essentially a greatly enlarged Yak-40 with 120 seats in 20 rows of three plus three. Compared with the Yak-40 the Yak-42 was roughly four times as heavy, and it required a much larger and better developed runway. 90007 [2] 90008 90009 90002 Considerable debate took place over the sweep back of the wings. The first prototype was built with an 11-degree sweep, while the second prototype possessed a 25-degree sweep that was changed to 23-degrees before its first flight.90007 [2] 90008 90009 90002 The pressurized fuselage had a circular diameter of 3.8m (149⅝in). Like the Yak-40 it was of simple ring / stringer construction and was semi-monocoque. Also like the Yak-40 it was designed with an expected lifespan of 30,000 one-hour flights. Unlike the Yak-40 the passenger compartment extended back behind the wing, though the rear fuselage was very similar. Also like the Yak-40, the aft pressure bulkhead incorporated the main cabin door, which led to powered airstairs which hinged down under the tail.90007 [2] 90008 90009 90002 The side engines were attached quite high on the fuselage, with short fan ducts and initially no reversers. Like the Yak-40, the number 2 (center) was fed by an S-duct. The center engine fairing extended back over the TA-12 APU (auxiliary power unit), which provided compressed air to start the engines and also ground cabin air-conditioning, giving the Yak-42 the same ability to operate independent of airport facilities that the Yak-40 enjoyed. The large fin housed the one-piece rudder.At the top of the fin was the fully powered tailplane, with a span of 10.8m (35 ft 5in). The prototype had a bullet fairing extending from the front of the tailplane, but this was removed from series production. Unlike the Yak-40, the tailplane extended to the forward edge of the fin. 90007 [2] 90008 90009 90002 The undercarriage also experienced revision, with the prototype possessing a single large tire on each main unit, while production aircraft incorporated a bogie with four tires similar in size to the nose wheel.The main gear retracted inward, while the nose wheel retracted forward. All wheels were equipped with the latest multi-disc brakes with anti-skid control. 90007 [2] 90008 90009 90002 The passenger cabin had an interior diameter of 3.6m (11 ft 9¾in), while height along the center aisle was 2.03m (6 ft 8in). Functional length behind the cockpit was 19.89m (65 ft 3in). The fuselage had twenty windows on each side, four housing emergency escapes. 90007 [2] 90008 90009 90002 In addition to the rear airstair there was an additional airstair located on the forward left side, and a service door opposite.Allowing for galley and toilets early aircraft were designed for 100 seats. Cargo and baggage holds were located under the floor with doors on the right side, and on series aircraft, six chain conveyors in the forward hold and two in the rear for moving standard containers. 90007 [2] 90008 90009 90002 The cockpit seated the two crew members, and included a SAU-42 autopilot, with advanced avionics and radar. The overall avionics packaged was designed with the goal of landing in bad weather on an unpaved runway measuring 30 by 400m (98 by 1,312 ft).As of late 1995 this goal had still not been achieved. 90007 [2] 90008 90009 90002 All fuel storage was inside the main wings. In prototypes and early series aircraft the capacity was 15,795 liters (3,474.4 gallons). In 1981 this was increased to 23,175 liters (5,098 gallons). 90007 [2] 90008 90009 90002 Current models include the Yak-42 base version, the 90003 Yak-142 90004 with a higher gross weight, and the 90003 Yak-42D-100 90004 with western avionics that never entered serial production.Late in 1997, Yakovlev announced the development of the 90003 Yak-42A 90004, an improved version of the Yak-42D featuring a higher range and a modernised cabin interior (see variants). 90071 90072 (Yak-42D clears ICAO Chapter3 noise regulation. 90007 [3] 90008) 90075 90009 90010 Operational history 90011 90079 Testing 90080 90002 The first prototype was built at the Yakovlev prototype factory (previously Factory No. 115), and painted in the company’s traditional red and white color scheme.It was registered СРСР-1974, and first flew on 7 March 1975, the crew being Yakovlev test pilots A S Kolosov and Yu B Viskovskii. This aircraft was unique in having an 11-degree sweep back to the wing, a shorter fuselage with seventeen windows on each side with the emergency escapes all positioned in the rear, a tail bullet fairing, and twin main tires. Several systems, such as the de-icers, were inoperative. 90007 [2] 90008 90009 90079 Second prototype 90080 90002 The second prototype was registered СРСР-одна тисяча дев’ятсот сімдесят п’ять.It possessed a longer cabin with the emergency escapes positioned further forward, and had a wing sweep of 25-degrees. 90007 [2] 90008 90009 90079 First series 90080 90002 The third prototype was No. 1976. This aircraft was later re-registered as a series aircraft under No. 42303. It featured a 23-degree sweep to the wing, full de-icing equipment, fairing discs over the main wheel wells, and other minor changes. It retained the tailplane bullet. No. 42303 was regarded as the first true series aircraft, though changes would continue during production.One of the first changes adopted was the removal of the tailplane bullet, while another was a minor redesign of the wingtip giving it a slight upward (Kuchemann) curve which slightly increased wingspan. Weights increased substantially as the fuel capacity increased, and the bogie style undercarriage was made standard. 90007 [2] 90008 90009 90002 Initial aircraft were fitted for 120 seats in a three-plus-three arrangement. This was soon changed to a first class section with two-plus-two seating, and a main cabin with ninety six seats, giving a total of 104 seats.90007 [2] 90008 90009 90079 In service 90080 90002 An evaluation of the first series aircraft in 1977 by «Flight International» magazine suggested that in comparison to western aircraft the Yak-42 appeared to be grossly over-winged and over-powered in order to reduce field length. The journal predicted that the aircraft would enter service with Aeroflot «by the beginning of next year at the latest». In reality, the first scheduled passenger flight of a Yak-42, on the Moscow-Krasnodar route, did not take place until 22 December 1980.By that time full series production had only just started, with only ten aircraft completed at Saratov and flown by mid-1981, the year in which Yakovlev test pilot Mukhin set several class records in the aircraft. 90007 [2] 90008 Almost 100 had been delivered by 1993. 90009 90002 In 1982, shortly after the type’s introduction into commercial service, an accident caused by vibrations in the tail section of the aircraft forced a prolonged suspension of the type’s operation. In October тисячу дев’ятсот вісімдесят чотири the aircraft was cautiously returned to service between Saratov (a Yak-42 factory) and Leningrad and Moscow Bykovo.After the necessary modifications were made, the Yak-42 re-entered service in the Soviet Union circa 1985. 90007 [2] 90008 90009 90002 An export order for seven aircraft was announced in 1982 by Aviogenex of Yugoslavia, but the contract lapsed. Only after the political fall of the former Soviet Union were a few Yak-42s constructed for carriers in Africa, China (8, including 6 Yak-42D), Cuba (4), Pakistan, and in former Yugoslavia. 90007 [2] 90008 90009 90002 As of 2009 the planned production run of 2000 aircraft had come up roughly 1800 aircraft short (Only 178 aircraft manufactured out of 2000 units planned).Compared to the earlier, extremely successful Yak-40, the Yak-42 was a financial failure. The Yak-42 suffered from excessively long production delays, with constant improvements and modifications ruining any chance the design had for making a profit. The Yak-42’s main claim to fame is that it is the largest, heaviest, and most powerful Yakovlev design ever to enter production. 90007 [2] 90008 90009 90010 Variants 90011 90121 90122 Yak-42A 90123 90124 90002 Version using AlliedSignal avionics.Eventually developed into the Yak-142. 90009 90121 90122 Yak-42B 90123 90124 90002 Planned version using Bendix / King avionics. 90009 90121 90122 Yak-42D 90123 90124 90002 Longer-range version with additional fuel tanks located in the center fuselage, adding 3,100 liters (682 gallons), also described as having better service characteristics. Beginning in тисячі дев’ятсот дев’яносто один the Yak-42D became the standard series production version, produced at Saratov by the newly formed Skorost Corporation. As of 1 January тисячі дев’ятсот дев’яносто п’ять a total of 185 Yak-42 had been produced, including 105 Yak-42D.This figure includes four aircraft built for Cuba, and eight (six Yak-42D) for China. 90009 90121 90122 Yak-42F 90123 90124 90002 In the second special conversion of a Yak-42, aircraft No. RA-42644 was equipped for geophysical survey work. Additions included high-definition electro-optical sensors in large cylindrical pods under each wing just outboard of the undercarriage, the front portion rotating to bring the terrain below into view. 90009 90121 90122 Yak-42LL 90123 90124 90002 The first major conversion of a Yak-42 was made to aircraft RA-42525 for flight testing of the D-236 geared turboprop engine.The engine, rated at 8,090 kW (10,850shp) was derived from the D-36 turbofan used on the Yak-42. The test engine was mounted on the aircraft on the starboard side in place of engine No. 3. A new pylon was needed to accomidate the 4.2m (13 ft 91 / 2in) SV-36 contra-rotating tractor propellers, the front unit having eight blades and the rear six. The Yak-42LL was first flown on 15 March 1991 року, and exhibited at the Paris Air Show three months later as the Yak-42E-LL. 90009 90121 90122 Yak-42M 90123 90124 90002 A projected stretched version expected to enter service in 1987.Changes included the use of D-436 engines, increased fuel capacity, a 4.5m (14 ft 9in) plug added to the fuselage to increase seating capacity to 156 to 168 seats, and a maximum takeoff weight of 66,000 kg (145,505 lb). By 1991 this design had modified several times, including the addition of PS-90 turbofans, and was eventually redesignated Yak-242 (described later). 90009 90121 90122 Yak-42ML 90123 90124 90002 Version produced for international routes, differing only in minor equipment and furnishing details, including multiple languages ​​posted for passenger notices and servicing engineers.This version entered service in July 1981 on the Leningrad-Helsinki route. 90009 90121 90122 Yak-42R 90123 90124 90002 Yakovlev-ordered conversion of three aircraft from 1986 to 1990 for flight-testing the radar of the Yak-141. 90009 90121 90122 Yak-42T 90123 90124 90002 The Yak-42T was a proposed STOL cargo version with an unswept wing, large rear ramp door, a twin-fin tail, and the center (No. 2) engine being placed in a short nacelle directly on top of the rear fuselage. This was the first version planned to have the bogie-style main undercarriage, which would have retracted backward into Tupolev-style nacelles.Later drawings show the main gear retracting inwards, and the designation changed to Yak-44, which was later re-used for a different aircraft. 90009 90121 90122 Yak-42-100 90123 90124 90002 Version with AlliedSignal avionics. Two test aircraft built. 90009 90121 90122 Yak-142 90123 90124 90002 The Yak-142 was Yak-42 No. RA-42423, which was completed as a prototype for a significantly upgraded version initially designated the Yak-42A (see variants). A year later this aircraft was redesignated the Yak-142.It incorporated a number of important improvements including new spoilers designed for faster letdowns and improved flaps for better takeoff and go-around climbing. The side cabin door was enlarged to accommodate airbridges. The completely new cockpit included all new AlliedSignal avionics, while the Russian SAU-4201 autopilot incorporated autothrottle. The cabin accommodations were improved, and increased soundproofing was added. Standard seating was for 120 in one class, or 83 first class and 104 coach seats.The aircraft entered production at Saratov on a limited basis. 90007 [2] 90008 90009 90121 90122 Yak-242 90123 90124 90002 The Yak-242 was a planned design but never got beyond the drawing board. Instead, the MS-21 is essentially an improved version of the Yak-242 and is to be built by 2012. 90009 90010 Operators 90011 Saravia Yakovlev Yak-42 Yakovlev Yak-42D of GazpromAvia at Pula, Croatia in June, 2004. Yakovlev Yak-42 of Grozny Avia. A Yak-42 of Elbrus Avia arrives at London Stansted 90002 As of 7 September 2011, a total of 92 Yakovlev Yak-42 aircraft remain in airline service.90007 [1] 90008 90009 90121 90122 Armenia 90123 90124 90121 90122 Cuba 90123 90124 90121 90122 Russia 90123 90124 90121 90122 Sudan 90123 90124 90121 90122 Ukraine 90123 90124 90079 Former operators 90080 90121 90122 Kazakhstan 90123 90124 90121 90122 Pakistan 90123 90124 90121 90122 Russia / Soviet Union 90123 90124 90121 90122 Macedonia 90123 90124 90121 90122 Moldova 90123 90124 90121 90122 Lithuania 90123 90124 90121 90122 Template: LV 90123 90124 90121 90122 Ukraine 90123 90124 90010 Accidents and incidents 90011 90002 As of 7 September 2011, nine Yak-42 fatal accidents occurred with total of 591 casualties.90009 90259 90260 90261 Date 90262 90261 Aircraft registration 90262 90261 Location 90262 90261 Fatalities 90262 90261 Brief description 90262 90271 90260 90273 Jun 28, 1982 90274 90275 СРСР-42529 90274 90275 near Mazyr, south central Belarus 90274 90273 132/132 90274 90275 Flight Leningrad-Kiev, damage to stabilizer due to mechanical deterioration, diving and disintegrating in mid-air. All Yak-42 flights were suspended until the design error was fixed. 90274 90271 90260 90273 Sep 14, 1990. 90274 90275 СРСР-42351 90274 90275 Koltsovo, southeast of Yekaterinburg 90274 90273 4/128 90274 90275 Flight Volgograd-Sverdlovsk, crew error on final approach.90274 90271 90260 90273 Jul 31, 1992 90274 90275 B-2755 90274 90275 Nanjing, west of Shanghai 90274 90273 108/126 90274 90275 Crashed on take-off due to mechanical failure. (See China General Aviation Flight 7552) 90274 90271 90260 90273 Nov 21, 1993 90274 90275 RA-42390 90274 90275 near Ohrid, southwestern Macedonia 90274 90273 115/116 90274 90275 Flight Geneva-Skopje, which had diverted to Ohrid, crashed into a mountain in difficult weather conditions, near Ohrid, Republic of Macedonia.90274 90271 90260 90273 Dec 17, 1997. 90274 90275 UR-42334 90274 90275 Mount Pieria, southwest of Thessaloniki 90274 90273 70/70 90274 90275 Flight Odessa-Saloniki, crew error on going around, crashed into a mountain. (See Aerosvit Flight 241) 90274 90271 90260 90273 Dec 25, 1999. 90274 90275 CU-T1285 90274 90275 Bejuma, west of Caracas 90274 90273 22/22 90274 90275 Havana, Cuba — Valencia, Venezuela the aircraft impacted a hill on approach. (See Cubana de Aviación Flight 310) 90274 90271 90260 90273 May 26, 2003 90274 90275 UR-42352 90274 90275 near Trabzon, north-eastern Turkey 90274 90273 75/75 90274 90275 Flight Bishkek-Trabzon-Saragosa, crashed into a mountain on the final approach in fog.90274 90271 90260 90273 Sep 7, 2011 90274 90275 RA-42434 90274 90275 near Yaroslavl, 250 km northeast of Moscow 90274 90273 44/45 90274 90275 Yak-Service flight en route to Minsk from Yaroslavl carrying the KHL Russian hockey team Lokomotiv Yaroslavl. Caused by a pilot error while taking off from Tunoshna Airport and crashed, killing 44 people 90007 [4] 90008 (see Lokomotiv Yaroslavl plane crash) 90274 90271 90370 90010 Specifications (Yak-42D) 90011 90002 90072 Data from 90075 Brassey’s World Aircraft & Systems Directory 1999/2000 90007 [5] 90008 90009 90002 90003 General characteristics 90004 90009 90383 90384 90003 Crew: 90004 two pilots 90387 90384 90003 Capacity: 90004 up to 120 passengers (But usually 8 first class and 96 economy class) 90387 90384 90003 Length: 90004 36.38 m (119 ft 4 in) 90387 90384 90003 Wingspan: 90004 34.88 m (114 ft 5 in) 90387 90384 90003 Height: 90004 9.83 m (32 ft 3 in) 90387 90384 90003 Wing area: 90004 150.0 m² (1,615 ft²) 90387 90384 90003 Empty weight: 90004 33,000 kg (72,752 lb) 90387 90384 90003 Max takeoff weight: 90004 57,500 kg (126,765 lb) 90387 90384 90003 Powerplant: 90004 3 × Lotarev D-36 turbofan, 63.75 kN (14,330 lbf) each 90387 90420 90002 90003 Performance 90004 90009 90010 See also 90011 90121 90122 Related development 90123 90124 90121 90122 Aircraft of comparable role, configuration and era 90123 90124 90010 References 90011 90010 External links 90011 .