In the 70s of the last century, the need for commercial medium-haul transportation contributed to the emergence of the new Yak-42 aircraft.

Yakovlev Design Bureau received an order from Aeroflot to develop a passenger airliner, which will replace the obsolete IL-18. From 1972 to 1975, work was carried out on the YAK 42 series. The first test flight took place in March 1975.

The aircraft was piloted by test pilots Yuri Petrov, Arseniy Kolosov and Yuri Viskovsky (flight engineer). The tests generally went well, but showed insufficient speed for passenger transportation of that time - 680 km/h.

In the mid-seventies, the technically outdated Tu-134 passenger aircraft required urgent replacement. And thanks to the Smolensk (1977-1981) and Saratov (1978-2003) aircraft factories, medium-range three-engine Yak-42 aircraft were produced. The total number of winged machines created was 183, of which two were used in strength tests.

It should be noted that this air machine set nine world records. OKB A.S. Yakovlev was not even involved in multi-passenger airliners. Only military fighters, sports and training models were in development.

The development of the aircraft design itself began in 1972. At that time, the USSR needed a strong, medium-range aircraft that could replace the Il-18 (Ilyushin’s plane) and Tu-134 (Tupolev). The first four prototypes differed from each other with minor modifications. The first specimen had a wing sweep of 11°, the other three had a wing sweep of 23°. And the fourth prototype differed from all others by the presence of a parachute for testing to recover from a spin. Ultimately, for the prototype the choice fell on the third option (the resulting designation was Yak-42). It was distinguished by the presence of twin wheels on each chassis and a swept tail.

Decommissioned Yak-42 - kindergarten

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. There was also a cantilever swept wing and a T-shaped tail with an adjustable stabilizer. It was the Smolensk Aviation Plant that produced the first prototype in 1974, and in 1975 it entered testing. It was led by the famous test pilots Kolosov A., Petrov Yu. and flight engineer Viskovsky Yuri.

The tests were successful, but the aircraft was unable to reach the required flight speed (680 km/h) at an altitude of 8000 meters. Deputy designer E.G. Tsvelev was responsible for all modifications, construction and testing. who, as they say, put both his heart and soul into his work. Advanced designers and engineers (V.A. Sukhorukov, A.G. Khlakin, V.I. Zotov, V.V. Pogulyaev) modified and created many components of the Yak-42 aircraft.

Since the end of 1980, Aeroflot began actively transporting passengers on the Yak-42. The first disaster, which led to the freezing of the production of this aircraft for two years, occurred on June 28, 1982 (tail number USSR-42529). But already in 1988, serial production of modified Yak-42Ds was launched. The flight range and the ability to raise the maximum take-off weight were increased. These models were mainly exported to Cuba and China. The last aircraft was sent in 2003. Due to the cessation of production of technical parts at ZAO Saratov Aviation Plant, the operation of the modernized Yak-42D was stopped.

Ultimately, this aircraft was popular, even despite the fact that the same Boeing 737 and Airbus A319 needed less fuel. However, after the plane crash (09/07/2011), the Yak-42 was completely withdrawn from flights. It was used for long-haul flights and flights between cities.

Thanks to the developments of Soviet aircraft manufacturers, many problems with the contradictory operating characteristics of very poorly prepared airfields, high cruising speeds and high fuel efficiency during flights were solved. It was the Yak-42 that was this development. In comparison with the Tu-154, an innovative solution was implemented to increase weight efficiency, namely, a monolithic composite one was installed to replace the duralumin air intake duct, as well as a threaded wing, which made it possible to remove heavy butt joints and bolts. The built-in ladder is located in the rear of the aircraft (the same as on the Yak-40).

The landing gear is tricycle. The front support is extended along the flow, the main supports are extended across the flow in different directions. And the retraction, release and braking mechanism of the chassis operate hydraulically. The wheels are similar to those of the Tu-154 aircraft. Double class hydraulic system - main and emergency. Two drive pumps and an AC pumping station are responsible for the pressure in them. Drive pumps are located in engine No. 1 and No. 2 and are responsible for the main hydraulic system. And the NS-46-3 (pumping station), which operates from the main system, and the NS-55 direct current station, produced from batteries, are responsible for the pressure in the emergency hydraulic system.

Both systems ensure the operability of slats and flaps (RP-71 steering gears), landing gear extension, rearrangement of the stabilizer, retraction of spoilers and wheel braking.

There are practically no differences in power supply between the Yak-42 and Tu-154, except for one detail: power and redundancy are much less. The initial system is a three-phase voltage, which saturates the secondary 36 V systems.

The main elements of the system are:

Three generators (three-phase GT30NZhCh12). They produce constant revolutions.

Generator GT40PCh6 (from APU)

2 rectifiers. Convert three-phase voltage to direct voltage (from 208 V to 27 V).

Transistor disposable (static) converter POS-1000A. The main task is to convert direct voltage (27 V) into single-phase alternating voltage (115 V).

Transformers TS320SO4B in the amount of two pieces. Reduce three-phase voltage.

Static converter PTS-800AM. Since it is three phase, it is used for emergency power supply.

Converter PTS-25, static, three-phase. Used for autonomous power supply of the reserve AGR-74 attitude indicator.

Two rechargeable batteries (nickel-cadmium, 20NKBN-40). They power consumers and converters in case of failure of generators and rectifiers.

Navigation equipment consists of the Alder-1 complexes (very similar to the Pizhma complex), equipment for high-altitude high-speed units (VSP1-6), RSBN, 2 automatic radio complexes, and the KURS MP-70 landing system.

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. The left and right side caisson tanks feed engines No. 1 and No. 3. Accordingly, the middle caisson feeds the second engine (using two pumps). Also, the middle tank feeds the APU using a separate pump. In the event of an emergency failure of fuel pumps or engines, it is quite possible to combine all fuel lines.

Although the engines do not have thrust reversers, braking during the run is provided by wheel brakes, spoilers and a low landing speed, just like the An-24.

At this time, the approximate wear and tear of the entire fleet of Yak-42 aircraft is about fifty percent. This flying machine was never able to replace the Tu-134, which is still in partial operation to this day. In total, 183 different series and modifications of the Yak-42 were designed. At the same time, during the period of the 70s and 80s, this aircraft was very modern. But due to the 1982 plane crash in Belarus and the collapse of the Soviet Union, the future fate of the Yak-42 was frozen.

Existing modifications of the aircraft:

Yak-42 – initial model;

Yak-42A (Yak-142) - a modified version of the Yak-42D;

Yak-42D – modernized;

Yak-42D-100 – version with avionics;

Yak-42D "Roshydromet" - aerial laboratory (geophysical monitoring of the atmosphere);

Yak-42M - has three engines with the TsPN-42M complex;

Yak-42F – modified for aerial photography;

Yak-42E-LL – flying laboratory;

The Yak-242 is a deeply modernized version of the Yak-42 aircraft with PS-90A12 engines.

The fact is that the very first aircraft, in accordance with the design solution, had a straight wing with greater lift, however, it was only possible to reach the speed of 800 km/h required by the Ministry of Civil Aviation with a swept wing. It did not take much time to design and develop a new wing profile, and soon the already familiar appearance of the Yak-42 appeared - a low-wing aircraft with swept wings, a T-shaped stabilizer and three bypass turbojet engines in the rear fuselage.

The aircraft is made of light aluminum alloys, but successful design solutions and composite materials were used to lighten the weight.

So the wings were made in the form of a solid structure, for example, the wings of the TU154 or TU134 are detachable, and the docking units connecting the wing parts have a noticeable weight.

The air intake of a medium engine has a length of about 700 cm and a diameter of 130 cm. It has a curved, complex shape and its manufacturing in the form of a single monolithic element made it possible to reduce weight and increase its service life. Three-layer fiberglass served as the material for the manufacture of the air intake channel.

The aircraft is equipped with its own ramp, which is located at the rear of the aircraft under the stabilizer, which allows loading/unloading passengers without waiting for the ramp machine.

The aircraft's landing gear is three-wheeled and hydraulically controlled.

The aircraft's engines do not have reverse, since the relatively low landing speed (no more than 205 km/h) and weight allow braking by the landing gear hydraulics and spoilers. In terms of power supply and redundancy, it is inferior to TU 154, although the systems as a whole are similar.

Three fuel tanks, each of which holds just over 6 tons of fuel, have a sensor indicating to the pilots that the remaining fuel is 870 kg, and that the remaining fuel is 320 kg. during go-around. The aircraft has an auxiliary power unit - APU, which serves to autonomously start Yak-42 main engines.

The passenger cabin of the aircraft, equipped with economy class seats, allows you to transport up to 120 people at a maximum speed of 810 km/h over a distance of 2900 km.

D-36 Progress engines develop a thrust of 63.74 kN each. The engines comply with international noise standards and have minimal emissions. The empty weight of the aircraft is 33.5 tons. Fuel consumption in cruising mode, depending on the load on the liner, ranges from 2300 to 3100 kg of fuel per hour. The crew of the Yak 42, not counting the flight attendants, includes two pilots and a flight engineer.

Passenger aircraft Yak-42, designed for medium-range flights. It is equipped with three engines and has a narrow fuselage. Yak is a passenger aircraft, which was developed during the Soviet Union at the Design Bureau named after. Yakovleva. It became the first Soviet-made passenger aircraft to be equipped with dual-circuit turbofan engines. Its development was done so that it could replace the Il-18 and Tu-134 models.

Flight tests of this winged aircraft took place in 1975, and in 1977 it was first demonstrated at the international aviation exhibition in Paris. It began transporting passengers in 1980 and within two years carried 1.5 million people, both domestic and international routes. In 1988, an improved model of the Yak-42d began flying, with an increased maximum flight range. A total of 183 aircraft were put into operation. 11 pieces were produced by the Smolensk Aviation Plant, and the remaining 172 by the Saratov Aviation Plant.

Despite the fact that the aircraft has proven its efficiency and reliability in practice, it cannot be called successful. All plans collapsed with the beginning of Perestroika. Due to the collapse of the USSR, the flow of passenger traffic decreased, and many interesting models from abroad appeared on the domestic market. All this significantly affected the prospects of the small airliner. In 2003, serial production of the Yak-42 ceased due to the closure of the Saratov Aviation Plant.

At the moment, these aircraft are still in operation in the world: in Russia - 35 units, in China - 2 units, in the DPRK - 8 units and 4 aircraft fly in Cuba. In addition, several aircraft are leased from Pakistani and Iranian air carriers. In Russia, the Yak-42 is operated by such airlines as Saratov Airlines, Izhavia, Rusjet, Air Force, Krasavia, KazAirJet, Grozny Aviation. Saravia has the largest fleet of these flying machines.

Location and features of seats in the Yak-42 cabin

Note! The Yak-42 aircraft can be configured as standard in two versions:

1. Seats in the cabin are occupied only by economy class seats (120 seats in total).
2. Two-class layout, when the cabin has business class and economy class seats (100 seats).

Yak-42 cabin layout for 120 passengers: pros and cons of seats

Row No. 1. These places are considered good. There are no passenger seats in front and plenty of legroom. One of the downsides is that there is a toilet in front behind the partition. Seats near the aisles B and D have inconveniences: they can be touched by those who will go to the toilet.

Rows No. 2-5. Not bad seats with a standard distance between the seats and reclining backrests.

Row No. 6. Behind the seats in this row there are emergency exits, which are located behind a partition. This partition prevents the seats from reclining, which is inconvenient, especially during a long flight.

Row No. 7. In this cabin layout, these seats are considered the best. Due to the positioned emergency exit, there is a large space in front that other rows do not have. Front row passengers are behind a partition and will not be able to recline their seat backs. The downside of these seats is the limited view from the window, which is covered by the wings.

Row No. 8-12. These rows are as standard as rows 2 through 5. The only difference is that the noise level from the engines will be higher here.

Row No. 13. Most likely, due to the emergency hatches located at the rear, the backrests of the seats in this row will not be able to recline. This must be clarified in advance with the aviation company employees.

Row No. 14. Considered good nearby. The front row has locked seatbacks and more legroom due to escape hatches.

Row No. 15-18. Also applies to standard passenger seats.

Row No. 19. In this row, inconvenience may be caused to passengers sitting near the aisle by those who will go to the toilet located in the rear part of the cabin. If the aircraft personnel do not perform their duties conscientiously, then an unpleasant odor may come from the toilet.

Row number 20. They are considered the least comfortable seats in the cabin. The chair backs do not recline. There is a toilet behind the partition, so you will have to deal with the constant movement of passengers, noise from doors and probably unpleasant odors.

Yak-42 interior, composed of two classes: pros and cons of passenger seats

The seats in the cabin reserved for business class are all characterized by an increased level of comfort: more free space, wider aisle. They are placed from the aircraft cabin in 4 rows according to a 2x2 pattern.

Row No. 1. The only drawback here is the proximity of the toilet and the presence of a partition in front. More frequent passages of passengers and staff may be inconvenient.

Row No. 4. These places also have a small minus. Since there is a partition behind them that separates business class from economy class, reclining the seat back is impossible.

Row No. 7. Economy class begins with this row. But these places are still good. There's plenty of room up front to stretch and relax your legs, even for a tall passenger. Also, no one will recline the backrest in front. The disadvantages of these seats include the fact that you cannot place hand luggage on the floor due to the location of the accident hatches, as well as the fact that due to convenience, tickets for them are sold out first.

Row No. 13. In this row, the backrests of the seats do not recline, which can be considered insignificant if the flight is not long. And these planes fly short and medium distances.

Row No. 14. Due to the fact that the seat backs in front are blocked, there are more comfortable seats in this row.

Row number 20. The places are considered the worst. Here you cannot sit back in a chair, and the presence of a toilet behind a partition brings additional inconvenience.

It should be noted that the interior layout of the Yak 42d model is no different from its younger brother, because everything is arranged completely identically.

Comparative characteristics (flight and technical) of two aircraft models:

• The maximum speed of the Yak-42 and Yak-42d is the same - 810 km/h.
• The cruising speed of the Yak-42 is 700 km/hour, and that of the Yak-42d is 750 km/hour.
• Flight range: Yak-42 - 2900 km, Yak-42d - 4000 km.
• Passenger and crew capacity are identical.

The Yak-42 is an all-metal low-wing aircraft, which is equipped with 3 bypass jet engines. The landing gear is retractable and has three bearings. The wings are cantilever swept. The tail plumage is T-shaped, equipped with an adjustable stabilizer. Fuel is poured into three tanks: two side and one central. Each fuel tank is designed for 6 tons of fuel, is equipped with a reserve alarm and can combine fuel lines with other tanks. Braking during the landing roll is carried out due to the landing gear wheels, spoilers and low landing speed.

The Yak-42D was developed as an improved model. It has the following improved features:

• flight range increased by a quarter;
• airport barometric altitude increased;
• permissible wind force during landing and takeoff has been increased;
• the minimum runway friction coefficient has been reduced;
• The wheels are equipped with fans, which increase their braking ability.

In addition, the later model had a front door modified to European standard to accommodate a telescopic gallery, which increased its attractiveness for international flights. The door was increased in size, and now a telescopic gangway could be used at European airports. This simplifies and speeds up the boarding and disembarking of passengers. Equipment for communications, navigation and piloting on the Yak-42D model allows it to fly throughout the CIS and to foreign countries (to Izhevsk, and to Thessaloniki, and beyond). You can also install additional equipment for flights within Europe. And, in addition, it should be noted that this model has an autopilot system.

Additional features of the Yak-42 aircraft

• This model set and broke 9 world records. For example, the plane was able to fly Moscow-Khabarovsk without a single landing. And this despite the fact that it is designed for small and medium-sized flights.
• The plane does not require a long runway for takeoff and landing, unlike larger and more modern airliners. It can safely take off and land at airfields equipped with a 2-kilometer-long runway. At foreign airfields, aircraft with a similar flight weight are not allowed on such short runways at all.
• In addition, our plane does not need a ramp at all. Passengers can be disembarked and boarded through a ramp located at the tail. This ladder is also a manhole cover and is designed like ramps in iron trucks.
• This aircraft has very good takeoff and landing characteristics. For example, to land, its speed must be 210 km/h. No other passenger liner, both in Russia and abroad, has similar indicators. After all, if the landing speed is low, then the pilot has a lot of time to make the right decision in a difficult situation.

Of all the types of domestic aircraft still in use 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. Technical characteristics of the 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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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 transport 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, also known as 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 outer seats B and D will be very uncomfortable, 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 immediately behind, 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 seats in the Yak-42 cabin. 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 the 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 .

26.10.2017, 05:30
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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 the 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

There are two layout options for the Yak-42:

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.

Cabin layout, the best and least comfortable seats on the planeYak-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 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 due to the large amount of 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.

Economy class

• 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 on the floor due to the emergency exits located in front.
• 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 galleries standards, making the aircraft attractive for international transport. The increased size (1700x850 mm) of the left entrance door allows the use of telescopic bridges, which reduces the time and makes it easier for passengers to board and disembark at 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.