Location of seats in the cabin of the Yak 42 aircraft. IzhAvia - “Good old Soviet aviation. What is the best seat to check in on Izhavia planes to feel like you’re in business class? Full review of two flights. " Flight and on-board service

Story

The development of the aircraft began in the mid-seventies in connection with Aeroflot's need for on a passenger plane medium-range, which could replace the Ilyushin Il-18 and Tupolev Tu-134 aircraft. Three prototypes were made: the first with a wing sweep of 11°, and the other two with a wing sweep of 23°. The latter option was chosen for production aircraft, designated Yak-42. This variant also had a fully swept tail and twin wheels on each landing gear.

The aircraft is an all-metal low-wing aircraft with a semi-monocoque fuselage, three bypass turbojet engines, a retractable tricycle landing gear, a cantilever swept wing and a T-shaped tail with an adjustable stabilizer. The first prototype of the aircraft was produced by the Smolensk Aviation Plant at the end of 1974 and entered flight tests in 1975.

Passenger transportation on the Yak-42 aircraft began at Aeroflot at the end of the year. Yak-42 plane crash tail number"USSR-42529", which occurred on June 28, interrupted the production of the Yak-42 for two years (from to).

Despite a slightly higher specific fuel consumption compared to its foreign counterparts - the Boeing 737 and Airbus A319, the Yak-42 continues to be a profitable aircraft for the airlines that currently operate it.

Design

Yak-42 became the next step forward in the Soviet aircraft industry, considerable attention was paid to the combination of such contradictory characteristics as the ability to operate from poorly prepared airfields, high fuel efficiency and high cruising speed. To increase the weight efficiency, original solutions were used - a monolithic composite air intake duct (versus the duralumin one of the comparable sized Tu-154), a one-piece wing (for example, on the archaic Tu-134, the wing is uncoupled into five parts - two end, two middle and center section , for the Tu-154 - by three), which made it possible to get rid of heavy butt joints and bolts, and others. As on the Yak-40, a built-in ladder located in the tail is used.

Chassis The aircraft is tricycle, with the front support extending along the flow and the main supports across the flow to the sides, control of the rotation of the front support, retraction and braking of the landing gear is hydraulic. The wheels are unified with the wheels of the Tu-154. There are two hydraulic systems on the plane - main and emergency, working pressure in the hydraulic systems - 140-170 kg/cm 2, pressure sources of the main hydraulic system - two drive pumps installed on engines No. 1 and No. 2, pressure sources of the emergency hydraulic system - pumping station NS-46 -3 AC (virtually similar to Tu-154), operating from the main 115/208 V system, and a DC pumping station NS-55, powered by batteries.

Both hydraulic systems provide:

• landing gear release;
• cleaning and extension of slats and flaps using RP-71 steering drives (each with its own hydraulic motor on each of the two drives);
• rearrangement of the stabilizer (the emergency system motor drives the mechanism nut, the main one drives the screw);
• wheel braking;
• cleaning interceptors.

Main hydraulic system also ensures the release of spoilers, retraction of the landing gear, control of the rotation of the front landing gear, power supply of the BU-270 rudder booster (when it is turned off, the launch vehicle is controlled in the same way as the ailerons and elevator - without a booster, by the muscular power of the pilots) and the operation of the windshield wipers. The emergency hydraulic system also provides parking braking and cleaning of the entrance ladder. For emergency braking, two hydraulic accumulators are installed on the ground.

According to the power supply system The Yak-42 is similar to the Tu-154, but has less power and redundancy. The primary system is of three-phase voltage 115/208 V, 400 Hz; secondary systems of 36 V, 400 Hz and constant voltage of 27 V are powered from it. The main units of the system are:

• three three-phase generators GT30NZhCh12 (30 kVA, 12 thousand rpm), driven from engines through constant speed hydraulic drives (GP-21);
• one generator GT40PCh6 (40 kVA, 6 thousand rpm), driven from the APU;
• two rectifier devices VU-6B, converting three-phase voltage 208 V to constant 27 V;
• transistor static single-phase converter POS-1000A, converting a direct voltage of 27 V into a single-phase alternating voltage of 115 V, 400 Hz for emergency power supply of equipment for measuring the temperature of engine exhaust gases;
• two transformers TS320S04B, reducing three-phase voltage 208 V to 36 V;
• static three-phase converter PTS-800AM for emergency power supply to consumers 36 V, 400 Hz;
• static three-phase converter PTS-25 for constant autonomous power supply of the backup attitude indicator AGR-74 with a voltage of 36 V, 400 Hz;
• two rechargeable nickel-cadmium batteries 20NKBN-40 with a voltage of 27 V, supplying 27 V consumers and converters in case of failure of generators or rectifier devices.

Fuel system extremely simple, consists of three caisson tanks - one in the center section and two side ones. Each caisson holds 6170 kg of fuel, has an alarm for the reserve balance of 870 kg and the remaining missed approach of 320 kg. From the left and right caissons, engines No. 1 and No. 3 are powered, respectively, each through two AC pumps along its own line, from the middle caisson - engine No. 2 through two DC pumps. The APU is also powered from the middle tank through a separate DC pump; if it fails, it is possible to connect the APU to the middle engine line through an emergency power tap.

In case of engine failure or fuel pumps, it is possible to combine all three fuel lines by opening two ring valves, which also automatically open when the go-around remaining alarm of any of the tanks is triggered. Also in each fuel line there is a fuel accumulator with a capacity of 8.5 liters.

Today, the wear and tear of the Russian Yak-42 fleet is approximately 50 percent, which is much better than that of a number of other Russian aircraft produced in the USSR.

Operators

As of November 2012, about 90 aircraft are in operation in 34 airlines, including :

• Saratov Airlines - 14 aircraft (of which 4 are in storage)
• Gazpromavia - 8 aircraft
• Tulpar-AIR - 7 aircraft
• Cubana - 6 aircraft
• Izhavia - 5 aircraft
• Grozny - AVIA - 4 aircraft
• Tatarstan - 3 aircraft
• EMERCOM of the Russian Federation - 2 aircraft
• Armavia - 1 aircraft
• UTair - 1 aircraft

Fuel consumption

• 2300-3100 kg per hour depending on commercial load (at cruising flight mode).

Modifications

Yak-42 on a USSR postage stamp

• Yak-42- original model.
• Yak-42A (Yak-142) - a modified version of the Yak-42D (not mass-produced; the only copy of the Yak-142 built in 1993, No. RA-42424, belongs to Lukoil Airlines).
• Yak-42D- modernized version of the Yak-42.
• Yak-42D-100- Yak-42 version with Western avionics (avionics - avionics).
• Yak-42M- a modernized version of the Yak-42D with three D-436M engines with a thrust of 7500 kgf, a digital flight navigation system TsPNK-42M for automatic landing in ICAO category IIIa weather conditions (not serially produced).
• Yak-42F- modification for aerial photography, equipped with two large underwing containers that housed electro-optical sensors.
• Yak-242- deep modernization of the Yak-42, an aircraft with two PS-90A12 engines with a thrust of 12,000 kgf (development was stopped at the design stage).

Flight performance

Aircraft losses

As of September 8, 2011, 8 Yak-42 aircraft were lost and 571 people were killed.

Of all types of domestic aircraft still in operation in civil aviation, The Yak-42 remains in the shadows more than others. Meanwhile, these are unique cars that are worth paying attention to.
Now the largest operator of this type is “ Saratov Airlines" This is not surprising, given that mass production of the Yak-42 was established in Saratov.

2. The base airport for Saratov Yaks is Saratov, but very often Saratov residents can be met at Domodedovo Airport. The airline has 14 Yak-42 aircraft in its fleet, 4 of which are in storage.
In addition to Saratov Airlines, the Yak-42 is operated by the following domestic airlines:
Izhavia - 8 aircraft, Tulpar-AIR - 7 aircraft, Grozny Avia - 4 aircraft, KrasAvia - 2 aircraft, EMERCOM of the Russian Federation - 2 aircraft. Until recently, Gazprom Avia had several Yak-42s, but the airline abandoned this type. Several aircraft also fly in Iran, China, Pakistan and Cuba.

3. A little about the history of the Yak-42. This type was developed from 1972 to 1980 to replace the popular but aging Tu-134. In 1988, serial production of a new modification with increased range and maximum take-off weight began - the Yak-42D.

4. A total of 183 Yak-42 aircraft were produced (two of them for strength tests): 11 at the Smolensk Aviation Plant from 1977 to 1981, most of them - 172 aircraft at the Saratov Aviation Plant. In 2003, the production of Yak-42 aircraft was stopped, the fuselages of unproduced aircraft were cut into scrap metal.

5. The design of the aircraft was developed for operation at a wide variety of airfields. So the Yak-42 does not require such a long runway as the most common types of aircraft Boeing-737 and Airbus A319. Also, the Yak-42 does not require an airstrip.

6. Specifications Yak-42:
Manufacturer: OKB A. S. Yakovlev, medium-range, narrow-body type.
Length 36.38 m, wingspan 34.88 m, wing area 150 m².
Cruising speed 700 km/h
Maximum speed 0.75 M (810 km/h)
Flight range 2900 km
Flight altitude 9100 m
Takeoff length 1800 m
Run length 1670 m
Empty weight 33500 kg
Fuel consumption 3100 kg/h
Specific fuel consumption 35.0 g/(pass. km)
Crew: 2 pilots and 1 flight mechanic
Number of passengers (economy) 120
Engines 3 × 63.74 kN Progress D-36

7. Let's get to know the plane better. To do this, let's go into the hangar, where aircraft maintenance and repair are carried out.

8. The plane is truly unique.

9. This board of airport equipment is commonly referred to as a “drop.”
After the Saratov aircraft plant stopped producing the Yak-42, and then went completely bankrupt and closed, it became very difficult to maintain this type. It seems that only the love of aviation allows the technicians to keep these planes alive.

10. It must be said that despite the shortcomings inherent in the Yak-42, among which is primarily low efficiency, the aircraft had prospects for development. Options for replacing engines, new avionics, as well as an extended version of the Yak-42M, designed for 168 passengers, were being explored.

11. Unfortunately, plans to improve the Yak-42 are a thing of the past.

12. Let's go around the back of the plane and go inside along the boarding ramp.

13. The salon is quite short, 3+3 layout.


14. During repair work, the chairs are carefully covered with covers.

15. Let's look into the cockpit. Of course, you won't find a bunch of computers here. Warm analog devices. Engineers are shamanizing in the cockpit.

16. I wait until the cabin is free and take another shot.

17. A real metal steering wheel with a chic “Yak-42D” nameplate in the center.

18. The same letters, but larger, are on the cab door.

19. Another shot of the Yak-42. We flew to Saratov and back on a more modern and comfortable one, but I still really want to make the same flight on a domestic Yak-42.

I would like to say a big thank you to the technicians whose golden hands allow the Yaks to still plow the skies.

P.S. Interesting Facts about the Yak-42:
1. The engines on the Yak-42 operate without reverse. The plane lands at low speed; the landing gear brakes and wing mechanization are sufficient for braking.
2. In the Georgian city of Rustavi, the Yak-42’s decommissioned brother, the Yak-40, was converted into a kindergarten (photo: www.kulturologia.ru).

3. Domestic pop figure Sergei Minaev sang the following lines in a parody of a song by the Swedish group Yaki-Da:
If planes don’t fly in bad weather, it’s no problem,
“Ilys” cannot, but “Yakis” can.
Considering that Yaks have lower requirements for airfields, this is very similar to reality.
4. There were also projects for transport versions of the Yak-42.

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There are 8 Yak-42 model aircraft flying on Saratov Airlines (Saravia) flights. These are narrow-body airliners for short- and medium-haul purposes. The company has two layout options for the Yak-42: one-class (only economy class) and two-class (business and economy classes). The first option will accommodate 120 passengers, the second - only 100. The average age of the aircraft, according to some sources, is 23 years.

Scheme seats can be viewed on the official website of the airline (http://www.saratovairlines.ru/SiteAssets/schema.aspx). In our review, we will consider a single-class layout with 120 seats.

These days you rarely hear about flying a Yak-42. Now they continue to be used mainly by low-cost domestic carriers and companies engaged in VIP transportation. And if the layout of the cabin of private companies is customized to the customer (or the owner of the aircraft), then the layout of the Yak-42 cabin of other airlines is almost the same.

The development of the aircraft began in 1972 at the suggestion of Aeroflot, which hoped to replace the Il-18 and Tu-134 with this model. However, it failed to cope with its task and was gradually withdrawn from the fleet of the national carrier of the Russian Federation.

History of the Yak-42

The three-engine aircraft was based on the Yak-40 models. Two engines on the sides of the rear fuselage and one on top, including an air intake in the fork. The main empennage was designed in the shape of the letter T, and the tail empennage in the shape of an arrow (swept). The chassis was designed with twin wheels on all supports. The fuselage of the aircraft is all-metal, and the aircraft itself can be described as a low-wing aircraft.

The Le Bourget International Aviation Exhibition in 1977 introduced the Yak-42 to all countries. In the same year, mass production began. Aeroflot launched passenger services on the Yak-42 only towards the end of 1980. However, after two years of operation, a disaster occurred, which temporarily closed production. And after the 2011 disaster, about fifteen airlines stopped flying this type of aircraft.

General information about aircraft

Even though the Yak-42 never replaced the Tu-134 as expected, some companies still use it in their flight program.

At a cruising altitude of up to 9 thousand meters, the aircraft can reach a maximum speed of 700 kilometers/h. The height of the vessel is small - 9.8 meters, the length of the Yak-42 is only 36 meters. To control the aircraft, two pilots are required, and the cabin is equipped for one flight mechanic. Passenger cabin capacity starts from 39 people and ends at 120, the same figure is the most common among airlines. A distinctive feature of the passenger compartment is the numbering of seats using Cyrillic letters.

Which airlines operate this type of aircraft?

As of 2017, the Yak-42 is in service with three Russian airlines. KrasAvia owns a Yak-42 fleet of nine aircraft, Saratov Airlines has five, and Izhavia operates 10 aircraft. The total number of Yak-42s among commercial and passenger transportation is thirty-five aircraft. Gazprom Avia launched its seven units only two years ago.

Abroad, this type of aircraft is operated by the Chinese Air Force, in the amount of two. The Yak-42 is leased from Iran and Pakistan, as well as owned by the PRC - eight units and Cuba - four.

Diagram of the Yak-42 interior in a single-class layout

All Russian operating companies have this model in the same configurations. The most interesting and distinctive feature of the aircraft is that passengers need to enter it not from the left side of the fuselage, but from the rear. Under the tail is the main emergency exit, aka the main service door.

According to the layout of the Yak-42 aircraft cabin, a total of 20 rows can be counted. The first row begins in the same way as on other types of aircraft, in the bow. Here, according to reviews, the best seats on the Yak-42, the cabin layout assumes only the presence of a partition in front of the passenger, that is, no one will lower the back of the seat during the flight. There is space to stretch your legs, but it is small due to the wall in front. Although sitting in the first row is much more spacious. The disadvantage of such places is the toilet room, which is located directly behind this wall. Therefore, the extreme places B and D will be very inconvenient, because it is next to them that people will crowd while in line.
The 6th row is completely uncomfortable due to the presence of an emergency exit behind the partition, so the backs of the seats here are fixed in a vertical position throughout the flight. In the 7th row according to the cabin layout, the best seats for the Yak-42 are located directly next to the emergency exit. There is plenty of room to stretch your legs, and the reclined seat back won't get in the way in front. But the downside will be the prohibition of placing hand luggage in such a large area, and the view from the window will be partial.

There is also an escape hatch behind the 13th row, so the backrests of this row are locked. But the 14th row has a complete advantage for a comfortable flight and the same disadvantages of the ban on placing hand luggage at the feet. Thus, the seats of the 14th row have the best seats in the Yak-42 according to the interior layout. In the 19th row, the outer seats B and D will be uncomfortable, since the toilet room is in close proximity, and all the sounds of flushing, smells, as well as crowded queues create discomfort for rest.

The worst option for seating is the 20th row, because there is a toilet wall right behind it, due to which the back of the chair will not recline. Plus, excessive noise in the tail section is created due to the presence of engines.

Yak-42 in a two-class configuration

Of course, comfortable business class seats are the best places interior diagram of the Yak-42. The economy class cabin reserves 100 seats, while the business class accommodates 16 and stretches from the first to the fourth rows. Two seats on each side of the fuselage. But the economy class numbering starts with the number seven and ends with the twentieth row.

In this form, the first row of business with its extreme places B and D will have small disadvantages in the presence of a toilet room behind the partition in front. Noises and unnecessary fuss come from the kitchen counter, as well as a ban on placing carry-on luggage at the feet. The 7th and 14th rows of economy class have the same advantages in additional legroom, being according to the cabin layout the best seats on the Yak-42 .

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The Yak-42 is a medium-range, narrow-body, three-engine passenger aircraft developed at the A. S. Yakovlev Design Bureau in the mid-1970s to replace the technically obsolete IL-18 and Tu-134. The first Soviet passenger aircraft equipped with turbofan engines with a high bypass ratio.

The first flight of the prototype aircraft took place on March 7, 1975. In 1980, the aircraft was certified and entered into service.

In total, 183 different series and modifications of the Yak-42 were designed: 11 at the Smolensk Aviation Plant from 1977 to 1981, most - 172 aircraft at the Saratov Aviation Plant. In 2003, production of Yak-42 aircraft was stopped. This flying machine was never able to replace the Tu-134, but is still in partial operation to this day. Airlines operating the Yak-42: Saratov Airlines, KrasAvia, Izhavia, Grozny Avia, RusJet, KazAirJet, Air Force

Location and numbering of seats in the cabin, seating diagram on the Yak-42 aircraft. The best and least comfortable seats on the plane

1. Single-class - economy class cabin with 120 seats;
2. Two-class - business and economy class cabin with 100 seats.

The entrance to the plane is located at the rear. In addition, there are 6 emergency exits. There are bathrooms at both ends of the cabin.

Interior layout, best and less comfortable places airplaneYak-42 in a single-class configuration with 120 seats

• Row 1. Quite good places. Pros: there are no passengers in front, so no one will recline the seat; there's a little extra legroom. Cons: the whole flight there is a partition in front of your eyes, behind it there is a toilet. Seats “B” and “D” are located near the aisle, so passengers going to the toilet may accidentally hit those sitting in these seats.
• Row 6. Behind this row is an emergency exit, fenced off by a partition. It does not allow the seat backs to be reclined, which can cause some inconvenience.
• Row 7. The best places. There is an emergency exit in front, so there is much more space than in other rows. Here you can comfortably stretch out your legs even for a tall passenger. The passengers sitting in front are surrounded by a partition, so no one can recline their seat. The disadvantage of these places is that there is no visibility through the windows (in whole or in part)
• Row 13. There is an emergency hatch behind, probably the seat backs are blocked
• It is possible that the seat backs are blocked, since there is an emergency hatch behind (this point should be clarified with airline representatives).
• Row 14. Good seats for flying, as the backs of the seats in the previous row are locked and do not recline.
• Row 19, places "B" and "D" located near the passage and toilets. Passing passengers may cause inconvenience, and there may also be a smell from the toilet (but this depends on the quality of the staff’s work).
• Row 20. The most worst places. The toilet is located behind the partition, so frequent passenger movement and additional noise will not add to comfort. In addition, the partition does not allow you to recline the back of the chair.

Interior layout, best and less comfortable seatsairplaneYak-42 in a two-class configuration with 100 seats

Business Class

• Almost all business class seats comfortable because large quantity space between the seats and a wide aisle.
• Row 1. In front there is a partition separating the utility room and the toilet. Such proximity can cause inconvenience in terms of frequent movement of passengers and flight attendants.
• Row 4. Due to the partition separating the emergency exit and delimiting the salons, the backs of the seats do not recline.

Best seats in business class YAK-42

The most convenient places are considered to be 2A, 2G, 2A, 3G. They are located near the window and no one will disturb the passenger.

• Row 7. Great places. There's plenty of room in the front so you can stretch your legs without anyone reclining the seat. The downside is that tickets for these seats sell out quickly and you cannot place hand luggage to the floor due to the emergency exits located ahead.
• Row 13. The seat backs are not adjustable, but if the flight is not long, you can ignore this.
• Row 14. Comfortable seats, since passengers sitting in front cannot recline their seat backs.
• Row 20. Not comfortable seats. The seat backs are locked. There is a toilet behind, which adds fuss, noise, and possible smell.

Flight performance and structural features

The Yak-42 is an all-metal low-wing aircraft with a semi-monocoque fuselage (the width is similar to the Tu-154 fuselage), three turbojet engines and a tricycle retractable landing gear. Cantilever swept wing and T-shaped tail with an adjustable stabilizer. The fuel system consists of three tanks, one in the center section and two on the sides. Each of them holds more than six thousand kilograms of fuel and has a reserve alarm and the ability to combine fuel lines. Braking during the run is carried out by wheel brakes, spoilers and low landing speed, like the An-24.

The Yak-42D is an improved model of the Yak-42. Many of its operational characteristics were improved: the flight range was increased by 25%, the maximum barometric altitude of the airfield and the permissible side wind component during takeoff and landing were increased, the permissible coefficient of friction with the runway surface was reduced, the landing gear brake wheels received fans that improved braking characteristics. The front entrance door was redesigned to meet European telescopic gallery standards, making the aircraft attractive for international transport. The left entrance door, enlarged in size (1700x850 mm), allows the use of telescopic gangways, which reduces time and makes it easier for passengers to board and disembark international airports. To increase the comfort and safety of passengers, the aircraft is equipped with closed luggage racks.

The Yak-42D is equipped with flight navigation and communications equipment that allows it to fly along routes in the CIS and abroad. The aircraft can also be equipped with additional equipment that allows it to fly in the European region. To increase the regularity of flights, the Yak-42D is equipped with an automatic control system, equipped with automatic engine thrust control and ensuring landing in weather conditions corresponding to ICAO category II (30x400 m).

• The Yak-42 broke nine world records. The largest record was covering the air distance from Moscow to Khabarovsk without landing. The Yak-42 was able to fly this distance despite the fact that it is designed for short air routes.
• The Yak-42 does not require a long runway, such as the Boeing 737 and Airbus A319. It can be safely operated at airfields with short runways up to 2200 meters long. To the credit of the creators of the Yak-42, it must be said that abroad vehicles with such a flight weight are not allowed on runways of similar sizes.
• Also, the Yak-42 does not require an airstrip. Since boarding and disembarking of passengers is carried out along the tail ramp, which is also a hatch cover, which in its design resembles the cargo ramp of transport aircraft.
• The Yak-42 has high takeoff and landing characteristics. So, for example, the approach speed is 210 km/h. There is no other aircraft with similar performance either here or abroad. The slower the landing speed, the more time pilots have to think about a difficult situation.