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The Yakovlev Yak-40 (NATO reporting name: Codling) is a small, three-engined airliner, the world's first regional jet transport aircraft. It was introduced in September 1968 with Aeroflot.By the early 1960s, the Soviet state airline Aeroflot's international and internal trunk routes were flown by jet or turboprop powered airliners but their local services, many of which operated from grass airfields, were operated by obsolete piston engined aircraft such as the Ilyushin Il-12, Il-14 and Lisunov Li-2.Aeroflot wanted to replace these elderly airliners with a turbine-powered aircraft, with the Yakovlev design bureau being assigned to design the new airliner. High speed was not required, but it would have to operate safely and reliably out of poorly equipped airports with short (less than 700 m, (2,300 ft)) unpaved runways in poor weather.
Yakovlev studied both turboprop and jet-powered designs to meet the requirement, including Vertical Take-Off and Landing (VTOL) designs with lift jets in the fuselage or in wing-mounted pods, but eventually they settled on a straight-winged tri-jet carrying 20 to 25 passengers. Engines were to be the new AI-25 turbofan being developed by Ivchenko at Zaporozhye in Ukraine.
The Yak-40 is a low-winged cantilever monoplane with unswept wings, a large T-tail and a retractable tricycle landing gear. The passenger cabin is ahead of the wing, with the short rear fuselage carrying the three turbofan engines, with two engines mounted on short pylons on the side of the fuselage and a third engine buried in the rear fuselage, with air fed from a dorsal air-intake ahead of the fin by a "S-duct", as was an auxiliary power unit which was fitted to allow engine start-up without ground support on primitive airfields. The three AI-25 engines were two-shaft engines rated at 14.7 kN (3,300 lbf). The engines had no jetpipes, and initially no thrust reversers.The pressurized fuselage has a diameter of 2.4 metres (94 in). Pilot and co-pilot sit side-by-side in the aircraft's flight deck, while the passenger cabin has a standard layout seating 24–27 passengers three-abreast, although 32 passengers can be carried by switching to four-abreast seating. Passengers entered and left the aircraft via a
set of ventral airstairs in the rear fuselage.The wing is fitted with large trailing-edge slotted flaps, but had no other high-lift devices, relying on the aircraft's low wing loading to give the required short-field take-off and landing performance. The port and starbord wings join at the aircraft centreline, with the main spar running from wingtip to wingtip, with the wings housing integral fuel tanks with a capacity of 3,800 litres (1,000 US gal; 840 imp gal). The aircraft has a large fin, which is swept back at an angle of 50 degrees to move the tailplane rearwards to compensate for the short rear fuselage. The horizontal tailplane itself is unswept.
The first of five prototypes made its maiden flight on 21 October 1966, with production being launched at the Saratov Aviation Plant in 1967 and Soviet type certification granted in 1968.The type carried out its first passenger service for Aeroflot on 30 September 1968.In the 1972 version, a tailspin was removed. In 1974, new version was introduced, with non-stop flight distance increased. Also, the forward door on the right side of the fuselage change its place – it was located together with the sixth window.In 1975, the last upgrading of Yak-40 took place – the number of cabin windows on the right side changed from nine to eight.By the time production ended in November 1981, the factory at Saratov had produced 1,011 aircraft. By 1993 Yak-40s operated by Aeroflot had carried 354 million passengers.As well as being the backbone of Aeroflot's local operations, flying to 276 domestic destinations in 1980, the Yak-40 was also an export success. More than this, Yak-40 became the first Russian/Soviet
aircraft getting flying certificates of Italy and West Germany. It was demonstrated in 75 countries of the world, including the USA, where orders on Yak-40 were made.
YAK-40 MODIFICATIONS & PROJECTED VARIANTS:-->
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.
* With so many Yak-40s built and the type proving successful, it's not surprising that upgrade efforts have been performed to keep it in service. The upgrades have featured airframe refurbishment, update of avionics for international service, and very often conversion to VIP configurations. Even Yak-40Ks have been updated to VIP configurations, it appears with the cargo door sealed shut. There have also been a few "long-range" updates, designated "Yak-40D/40KD", where "D" stands for "dalniy (range)", involving addition of more fuel tanks in the wings for an effective doubling of range.
There were several special-mission conversions of Yak-40s:
*Navigation aids calibration aircraft, externally similar to a "stock" Yak-40 except for a few added antennas, with such machines used by several Eastern European nations.
*A number of one-off weather research platforms with names like "Akva (Aqua)", "Liros", "Shtorm", and "Meteo" -- the last being a fairly common name for a Soviet weather research aircraft. Details are not all that clear, though a photo of the Yak-40 Meteo shows a heavily modified machine with a ventral equipment pod, observation windows, and a nose probe.
*Four conversions by the Polish Air Force as tow-target tugs, with the winch and other gear installed in the rear door; the forward service door had to be used to get in and out.
*Several engine and avionics testbeds, for example one aircraft flown by the Lavochkin OKB for test of air and space vehicle subsystems.
*A single prototype of a "Yak-40DTS" military transport with paradrop and medical evacuation ("medevac") capabilities was built, it seems as a modification of a stock Yak-40. It did not go into production.
Specifications:
General characteristics:-->
Engine: АИ-25
Crew: 3 two pilots ,flight engineer
Capacity: 32 passengers
Length: 20.36 m (66 ft 9½ in)
Wingspan: 25.00 m (82 ft 0¼ in)
Height: 6.50 m (21 ft 4 in)
Wing area: 70.00 m² (753.5 ft²)
Empty weight: 9,400 kg (20,725 lb)
Max. takeoff weight: 15,500 kg (34,170 lb)
Thrust: 3 х 1 500 kg
Powerplant:
3 × Ivchenko AI-25 turbofans, 14.7 kN (3,300 lbf) each
Performance:-->
Maximum speed: 550 km/h (297 knots, 342 mph) at 7,000 m (23,000 ft) (max cruise)
Range: 1,800 km (971 nmi, 1,118 mi)
Height of flight: 8 000 m
Cruise speed: 550 km/h
Service ceiling: 8,000 m
Rate of climb: 8.0 m/s (1,575 ft/min)
Production:
Total Yak-40 production is 1011, of which approximately 750 were built for Aeroflot. Approximately 490 remained in airline service in late 2000, others are used as corporate transports.
Notable accidents and incidents:
On May 4, 1972, an Aeroflot/East Siberia Yak-40 with 18 passengers and crew on approach to Bratsk Airport, Russian SFSR crashed due to wind shear. All aboard perished.
On February 28, 1973, an Aeroflot/Kazakhstan flight from Semipalatinsk Airport, Kazakh SSR to Ust-Kamenogorsk Airport, Kazakh SSR fell back onto the runway after take-off. All 28 passengers and 4 crew died.
On July 15, 1975, an Aeroflot/Armenia passenger flight from Zvartnots International Airport, Armenian SSR to Batumi-Chorokh Airport, Georgian SSR on go-around crashed into Mount Mtirala in the Caucasus Mountains killing all 41 on board.
On August 15, 1975, an Aeroflot/Azerbaijan aircraft from Baku Airport, Azerbaijan SSR to Krasnovodsk Airport (now the airport of Türkmenbaşy), Turkmenistan) stalled and subsequently crashed during approach due to pilot error and unfavourable weather conditions, killing 23 of the 28 on board.
On September 9, 1976, an Aeroflot/North Kavkaz flight from Rostov Airport, Russian SFSR to Kerch Airport, Ukrainian SSR collided with an Antonov An-24 over the Black Sea 37 km (23 mi) off Anapa due to violation of separation rules, the error of both aircraft crews and probably ground ATC. All 18 occupants of the Yak-40 and 46 people on board the An-24 died.
On October 7, 1978, an Aeroflot/Kazakhstan flight with 38 people on board departed Sverdlovsk-Koltsovo Airport, Russian SFSR for Kostanay-Narimanovka Airport, Kazakh SSR but the left engine failed about 30 seconds after take off, due to icing. The aircraft lost height and collided with a hill killing all occupants.
On June 8, 1980, a TAAG Angola Airlines Yak transporting civilians was shot down by a MiG-19 (origin unclear) near Matala, Angola killing all 19 occupants.
On June 12, 1980, an Aeroflot/Tajikistan on a passenger flight from Leninabad, Tajik SSR (Khujand, Tajikistan since 1991) to Dushanbe Airport, Tajik SSR with 29 on board crashed into a mountain 44 km (27 mi) north-west of the airport due to navigational errors by the crew, killing all occupants.
On September 18, 1981, an Aeroflot/East Siberia flight from Irkutsk Airport, Russian SFSR to Zheleznogorsk-Ilimskiy Airport, Russian SFSR collided with a Mi-8 helicopter on a training flight while approaching its destination airport. The supposed site of the collision occurred in the clouds. All 33 on board the Yak-40 and seven occupants of the Mi-8 were killed, making it the deadliest Yak-40 incident at the time.
On January 16, 1987, an Aeroflot aircraft operating Flight 505 crashed after takeoff in Tashkent, Uzbek SSR after encountering another aircraft's wake vortex.
On January 24, 1988, an Aeroflot/Privolzhsk aircraft experienced failure of number 1 and 3 engines during take-off from Nizhnevartovsk Airport, Russian SFSR. Engine No. 2 also experienced some problems, but recovered while engines Nos. 1 and 3 eventually failed. The plane stalled, crashed and broke up, killing 27 of 31 on board. Cause was possible crew error.
On August 2, 1988, at Sofia Airport, the Balkan Yak-40 LZ-DOK crashed on take-off. All civil traffic had been halted minutes before because of the departure of the Bulgarian leader Todor Zhivkov's Tupolev Tu-154. After the delay, air traffic control cleared LZ-DOK for take-off to Varna, asking the crew to expedite their departure. Trying to leave in a hurry, the crew did not set the trim correctly and began their take-off run from the middle of the 3000 m runaway. The aircraft failed to become airborne, overran the runway into a ravine and caught fire, with 28 of 37 occupants being killed.
On August 1, 1990, an Aeroflot/Armenia Yak-40 traveling from Zvartnots International Airport, Armenian SSR to Stepanakert Airport, Azerbaijan carrying 47 passengers, crashed when the aircraft hit a mountain 22 km (14 mi) away from its destination killing all on board. The cause was most likely pilot error .
On November 14, 1992, Vietnam Airlines flight 474 with 31 passengers and crew flying from Ho Chi Minh City-Tan Son Nhat International Airport, Vietnam to the previously civilian Nha Trang Airport, Vietnam impacted obstacles on approach killing all but one passenger. Adverse weather conditions might have been involved .
On August 28, 1993 a Tajikistan Airlines non-scheduled flight that was grossly overloaded with 86 passengers overran the runway at Khorog Airport, Tajikistan and fell into the Panj River. Three passengers survived. The crew was forced at gunpoint to overload the aircraft. This was the worst accident involving a Yak-40.
On February 25, 1994, an Expresso Aéreo plane (OB-1559), piloted by two Russians and one Peruvian, struck Mount Carpish six minutes after leaving Tingo María, Peru for Lima. The 31 occupants were killed.
On September 26, 1994, a Cheremshanka Airlines flight from Krasnoyarsk Airport, Russia to Tura was unable to land at Tura because of bad weather so was divereted to Vanavara. It ran out of fuel due to crew and ATC errors and crashed while attempting an emergency landing on a river, 41 km (25 mi) from Vanavara. All 28 passengers and crew were killed.
On 19 February 1997, a Semeyavia Yakovlev Yak-40 overshot the runway on landing at Semey Airport, Kazakhstan following a scheduled domestic passenger flight. There were no fatalities among the 14 passengers and four crew members on board, but the aircraft was damaged beyond repair.
On May 17, 2001, a Faraz Qeshm Airlines flight departed Tehran, Iran heading for Gorgan Airport, Iran carrying 30 people, including the Iranian Transport Minister Rahman Dadman, two deputy ministers and seven more members of parliament was forced to divert due to bad weather conditions and was later discovered crashed into the Elburz mountains, Iran. All on board perished.
On January 13, 2004, Uzbekistan Airways flight 1154 from Termez Airport, Uzbekistan to Tashkent International Airport, Uzbekistan, carrying 37 passengers and crew, crashed; the crew failed to descend for approach on time. Finding the runway too short to land, a go-around was attempted but failed. The plane touched down beyond the end of the runway and the left wing struck a concrete building, with the subsequent crash and fire killing all on board
The Yakovlev Yak-40 (NATO reporting name: Codling) is a small, three-engined airliner, the world's first regional jet transport aircraft. It was introduced in September 1968 with Aeroflot.By the early 1960s, the Soviet state airline Aeroflot's international and internal trunk routes were flown by jet or turboprop powered airliners but their local services, many of which operated from grass airfields, were operated by obsolete piston engined aircraft such as the Ilyushin Il-12, Il-14 and Lisunov Li-2.Aeroflot wanted to replace these elderly airliners with a turbine-powered aircraft, with the Yakovlev design bureau being assigned to design the new airliner. High speed was not required, but it would have to operate safely and reliably out of poorly equipped airports with short (less than 700 m, (2,300 ft)) unpaved runways in poor weather.
Yakovlev studied both turboprop and jet-powered designs to meet the requirement, including Vertical Take-Off and Landing (VTOL) designs with lift jets in the fuselage or in wing-mounted pods, but eventually they settled on a straight-winged tri-jet carrying 20 to 25 passengers. Engines were to be the new AI-25 turbofan being developed by Ivchenko at Zaporozhye in Ukraine.
The Yak-40 is a low-winged cantilever monoplane with unswept wings, a large T-tail and a retractable tricycle landing gear. The passenger cabin is ahead of the wing, with the short rear fuselage carrying the three turbofan engines, with two engines mounted on short pylons on the side of the fuselage and a third engine buried in the rear fuselage, with air fed from a dorsal air-intake ahead of the fin by a "S-duct", as was an auxiliary power unit which was fitted to allow engine start-up without ground support on primitive airfields. The three AI-25 engines were two-shaft engines rated at 14.7 kN (3,300 lbf). The engines had no jetpipes, and initially no thrust reversers.The pressurized fuselage has a diameter of 2.4 metres (94 in). Pilot and co-pilot sit side-by-side in the aircraft's flight deck, while the passenger cabin has a standard layout seating 24–27 passengers three-abreast, although 32 passengers can be carried by switching to four-abreast seating. Passengers entered and left the aircraft via a
set of ventral airstairs in the rear fuselage.The wing is fitted with large trailing-edge slotted flaps, but had no other high-lift devices, relying on the aircraft's low wing loading to give the required short-field take-off and landing performance. The port and starbord wings join at the aircraft centreline, with the main spar running from wingtip to wingtip, with the wings housing integral fuel tanks with a capacity of 3,800 litres (1,000 US gal; 840 imp gal). The aircraft has a large fin, which is swept back at an angle of 50 degrees to move the tailplane rearwards to compensate for the short rear fuselage. The horizontal tailplane itself is unswept.
The first of five prototypes made its maiden flight on 21 October 1966, with production being launched at the Saratov Aviation Plant in 1967 and Soviet type certification granted in 1968.The type carried out its first passenger service for Aeroflot on 30 September 1968.In the 1972 version, a tailspin was removed. In 1974, new version was introduced, with non-stop flight distance increased. Also, the forward door on the right side of the fuselage change its place – it was located together with the sixth window.In 1975, the last upgrading of Yak-40 took place – the number of cabin windows on the right side changed from nine to eight.By the time production ended in November 1981, the factory at Saratov had produced 1,011 aircraft. By 1993 Yak-40s operated by Aeroflot had carried 354 million passengers.As well as being the backbone of Aeroflot's local operations, flying to 276 domestic destinations in 1980, the Yak-40 was also an export success. More than this, Yak-40 became the first Russian/Soviet
aircraft getting flying certificates of Italy and West Germany. It was demonstrated in 75 countries of the world, including the USA, where orders on Yak-40 were made.
YAK-40 MODIFICATIONS & PROJECTED VARIANTS:-->
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.
* With so many Yak-40s built and the type proving successful, it's not surprising that upgrade efforts have been performed to keep it in service. The upgrades have featured airframe refurbishment, update of avionics for international service, and very often conversion to VIP configurations. Even Yak-40Ks have been updated to VIP configurations, it appears with the cargo door sealed shut. There have also been a few "long-range" updates, designated "Yak-40D/40KD", where "D" stands for "dalniy (range)", involving addition of more fuel tanks in the wings for an effective doubling of range.
There were several special-mission conversions of Yak-40s:
*Navigation aids calibration aircraft, externally similar to a "stock" Yak-40 except for a few added antennas, with such machines used by several Eastern European nations.
*A number of one-off weather research platforms with names like "Akva (Aqua)", "Liros", "Shtorm", and "Meteo" -- the last being a fairly common name for a Soviet weather research aircraft. Details are not all that clear, though a photo of the Yak-40 Meteo shows a heavily modified machine with a ventral equipment pod, observation windows, and a nose probe.
*Four conversions by the Polish Air Force as tow-target tugs, with the winch and other gear installed in the rear door; the forward service door had to be used to get in and out.
*Several engine and avionics testbeds, for example one aircraft flown by the Lavochkin OKB for test of air and space vehicle subsystems.
*A single prototype of a "Yak-40DTS" military transport with paradrop and medical evacuation ("medevac") capabilities was built, it seems as a modification of a stock Yak-40. It did not go into production.
Specifications:
General characteristics:-->
Engine: АИ-25
Crew: 3 two pilots ,flight engineer
Capacity: 32 passengers
Length: 20.36 m (66 ft 9½ in)
Wingspan: 25.00 m (82 ft 0¼ in)
Height: 6.50 m (21 ft 4 in)
Wing area: 70.00 m² (753.5 ft²)
Empty weight: 9,400 kg (20,725 lb)
Max. takeoff weight: 15,500 kg (34,170 lb)
Thrust: 3 х 1 500 kg
Powerplant:
3 × Ivchenko AI-25 turbofans, 14.7 kN (3,300 lbf) each
Performance:-->
Maximum speed: 550 km/h (297 knots, 342 mph) at 7,000 m (23,000 ft) (max cruise)
Range: 1,800 km (971 nmi, 1,118 mi)
Height of flight: 8 000 m
Cruise speed: 550 km/h
Service ceiling: 8,000 m
Rate of climb: 8.0 m/s (1,575 ft/min)
Production:
Total Yak-40 production is 1011, of which approximately 750 were built for Aeroflot. Approximately 490 remained in airline service in late 2000, others are used as corporate transports.
Notable accidents and incidents:
On May 4, 1972, an Aeroflot/East Siberia Yak-40 with 18 passengers and crew on approach to Bratsk Airport, Russian SFSR crashed due to wind shear. All aboard perished.
On February 28, 1973, an Aeroflot/Kazakhstan flight from Semipalatinsk Airport, Kazakh SSR to Ust-Kamenogorsk Airport, Kazakh SSR fell back onto the runway after take-off. All 28 passengers and 4 crew died.
On July 15, 1975, an Aeroflot/Armenia passenger flight from Zvartnots International Airport, Armenian SSR to Batumi-Chorokh Airport, Georgian SSR on go-around crashed into Mount Mtirala in the Caucasus Mountains killing all 41 on board.
On August 15, 1975, an Aeroflot/Azerbaijan aircraft from Baku Airport, Azerbaijan SSR to Krasnovodsk Airport (now the airport of Türkmenbaşy), Turkmenistan) stalled and subsequently crashed during approach due to pilot error and unfavourable weather conditions, killing 23 of the 28 on board.
On September 9, 1976, an Aeroflot/North Kavkaz flight from Rostov Airport, Russian SFSR to Kerch Airport, Ukrainian SSR collided with an Antonov An-24 over the Black Sea 37 km (23 mi) off Anapa due to violation of separation rules, the error of both aircraft crews and probably ground ATC. All 18 occupants of the Yak-40 and 46 people on board the An-24 died.
On October 7, 1978, an Aeroflot/Kazakhstan flight with 38 people on board departed Sverdlovsk-Koltsovo Airport, Russian SFSR for Kostanay-Narimanovka Airport, Kazakh SSR but the left engine failed about 30 seconds after take off, due to icing. The aircraft lost height and collided with a hill killing all occupants.
On June 8, 1980, a TAAG Angola Airlines Yak transporting civilians was shot down by a MiG-19 (origin unclear) near Matala, Angola killing all 19 occupants.
On June 12, 1980, an Aeroflot/Tajikistan on a passenger flight from Leninabad, Tajik SSR (Khujand, Tajikistan since 1991) to Dushanbe Airport, Tajik SSR with 29 on board crashed into a mountain 44 km (27 mi) north-west of the airport due to navigational errors by the crew, killing all occupants.
On September 18, 1981, an Aeroflot/East Siberia flight from Irkutsk Airport, Russian SFSR to Zheleznogorsk-Ilimskiy Airport, Russian SFSR collided with a Mi-8 helicopter on a training flight while approaching its destination airport. The supposed site of the collision occurred in the clouds. All 33 on board the Yak-40 and seven occupants of the Mi-8 were killed, making it the deadliest Yak-40 incident at the time.
On January 16, 1987, an Aeroflot aircraft operating Flight 505 crashed after takeoff in Tashkent, Uzbek SSR after encountering another aircraft's wake vortex.
On January 24, 1988, an Aeroflot/Privolzhsk aircraft experienced failure of number 1 and 3 engines during take-off from Nizhnevartovsk Airport, Russian SFSR. Engine No. 2 also experienced some problems, but recovered while engines Nos. 1 and 3 eventually failed. The plane stalled, crashed and broke up, killing 27 of 31 on board. Cause was possible crew error.
On August 2, 1988, at Sofia Airport, the Balkan Yak-40 LZ-DOK crashed on take-off. All civil traffic had been halted minutes before because of the departure of the Bulgarian leader Todor Zhivkov's Tupolev Tu-154. After the delay, air traffic control cleared LZ-DOK for take-off to Varna, asking the crew to expedite their departure. Trying to leave in a hurry, the crew did not set the trim correctly and began their take-off run from the middle of the 3000 m runaway. The aircraft failed to become airborne, overran the runway into a ravine and caught fire, with 28 of 37 occupants being killed.
On August 1, 1990, an Aeroflot/Armenia Yak-40 traveling from Zvartnots International Airport, Armenian SSR to Stepanakert Airport, Azerbaijan carrying 47 passengers, crashed when the aircraft hit a mountain 22 km (14 mi) away from its destination killing all on board. The cause was most likely pilot error .
On November 14, 1992, Vietnam Airlines flight 474 with 31 passengers and crew flying from Ho Chi Minh City-Tan Son Nhat International Airport, Vietnam to the previously civilian Nha Trang Airport, Vietnam impacted obstacles on approach killing all but one passenger. Adverse weather conditions might have been involved .
On August 28, 1993 a Tajikistan Airlines non-scheduled flight that was grossly overloaded with 86 passengers overran the runway at Khorog Airport, Tajikistan and fell into the Panj River. Three passengers survived. The crew was forced at gunpoint to overload the aircraft. This was the worst accident involving a Yak-40.
On February 25, 1994, an Expresso Aéreo plane (OB-1559), piloted by two Russians and one Peruvian, struck Mount Carpish six minutes after leaving Tingo María, Peru for Lima. The 31 occupants were killed.
On September 26, 1994, a Cheremshanka Airlines flight from Krasnoyarsk Airport, Russia to Tura was unable to land at Tura because of bad weather so was divereted to Vanavara. It ran out of fuel due to crew and ATC errors and crashed while attempting an emergency landing on a river, 41 km (25 mi) from Vanavara. All 28 passengers and crew were killed.
On 19 February 1997, a Semeyavia Yakovlev Yak-40 overshot the runway on landing at Semey Airport, Kazakhstan following a scheduled domestic passenger flight. There were no fatalities among the 14 passengers and four crew members on board, but the aircraft was damaged beyond repair.
On May 17, 2001, a Faraz Qeshm Airlines flight departed Tehran, Iran heading for Gorgan Airport, Iran carrying 30 people, including the Iranian Transport Minister Rahman Dadman, two deputy ministers and seven more members of parliament was forced to divert due to bad weather conditions and was later discovered crashed into the Elburz mountains, Iran. All on board perished.
On January 13, 2004, Uzbekistan Airways flight 1154 from Termez Airport, Uzbekistan to Tashkent International Airport, Uzbekistan, carrying 37 passengers and crew, crashed; the crew failed to descend for approach on time. Finding the runway too short to land, a go-around was attempted but failed. The plane touched down beyond the end of the runway and the left wing struck a concrete building, with the subsequent crash and fire killing all on board
| Niriha Khajanchi [ MBA Aviation ] Project Manager www.AeroSoftCorp.com Web Site : www.asiaticair.co.in www.asiaticair.in |
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