Which regional aircraft will be selected for production. A promising regional aircraft for Russia, exports and joint ventures. Aircraft without spare parts

Regional passenger aircraft L-410UVP-E-20 board OK-JPP at the airport / Photo: naukatehnika.com

It is customary to call a regional aircraft a small airliner with a passenger capacity of 30 to 100 passengers, and the transportation of passengers is carried out within the same country. In most cases, such devices have regional divisions of large airlines. These planes are engaged in the transport of goods.

Photo: avia.pro

The first passenger vehicles could only carry out short-range flights, so all of them could be considered regional. Due to the emergence of aircraft with a long range, the rest began to be used to transport passengers to them. In the world, most of the small regional companies were bought out by international airlines, which have great opportunities.

The most common aircraft in the post-war period: USA - DC-3, UK - Havilland Dragon. The development of this class of aircraft has always been delayed, due to this, obsolete aircraft were often used.

Since the 1950s, saving fuel and expenses on regional flights has become relevant, because of this, new devices have been created, such as the Handley Page, Avro 748, F27. They were successful, and in the future there was practically no need to replace them. Since 1970, the development of second-class machines began, since the previous ones simply exhausted their potential. Dash-type devices have become new machines of the regional class. It was they who served as the emergence and development of such aircraft as the Fokker F50, ATR 42 and Saab 340. It should be noted that the aviation market for this class was competitive, which is why some manufacturers left this niche.

On the territory of the USSR after the end of the war, regional passenger transportation was carried out by aircraft of the Il-14 and An-24 types. I must say that in the countries of Asia and Africa they are still being used. In Russia, An-140 and Il-114 are used to transport passengers within the country.

In the 50s, although there was an active development of jet aviation, the main transportation belonged to turboprop models due to greater fuel economy. The first true jet aircraft for the transport of passengers on regional flights was the BAe 146, which operated flights, as a rule, between airports within the city and required a small runway.

Next, Bombardier introduced its twin-engine brainchild with the designation CRJ. It was a successful car. It is often compared with the Yak-40. It could also be used on medium-haul flights along with DC-9 and Boeing 737. It should be noted that jet cars create more noise on the ground, but they are quieter in the cabin, because of this, passengers preferred them. Another competitor in this market was the ERJ 145 machine, these were the main leaders and competitors in the market that did not allow other companies to develop. The success of the ERJ and CRJ aircraft led to the fall of such aircraft as the Fokker 100, and they could even compete with the Airbus A319 and Boeing 737.

Speaking about the domestic market, the An-148 aircraft and the new Sukhoi Superjet, which was developed jointly with Boeing, prevail here.

Modern tendencies

Since 2005, the development of regional airliners and their manufacture has declined significantly, this is due to a significant increase in fuel prices and aircraft maintenance, in addition, a large number of airlines have become bankrupt. It should also be noted that regional aircraft are very often allowed on flights with a length of two hours. This led to a lot of customer complaints due to low comfort and quality of service.

The end of the era of regional aircraft can be considered 2005, since it was in this year that Bombardier stopped manufacturing a regional jet-type aircraft called the CRJ-200. Instead, they began to use more comfortable medium-haul liners such as the CRJ-700.

The main problem in delaying international flights is the use of a large number of regional airliners. So, in 2007, planes in the United States were delayed on average by an hour and two minutes. This is due to the filling of schedules with regional flights. In turn, from 2000 to 2006, more than a thousand regional aircraft were put on flights, which made it possible to write off 385 large aircraft. Such a replacement has one drawback for airports - they simply do not have enough exits to aircraft.

Features of jet regional aircraft

The cabin of these aircraft is quite crowded, there are no places for hand luggage above the seats, so the luggage is placed in a special compartment. Also, the use of large aircraft is economically unprofitable, since their maintenance is expensive and is carried out in special centers, while regional ones can be repaired at the airport. Regional aircraft are more economical per passenger than narrow-body counterparts for long-haul flights.

MOSCOW, AVIF.PRO edition
12

Vladimir RIGMANT

In 1956, the successful operation of the first domestic passenger aircraft Tu-104 began on medium-haul main lines serviced by Aeroflot, and then on the lines of the Czechoslovak state airline CSA. The operation of the Tu-104 aircraft fully confirmed the economic feasibility of using passenger aircraft with turbojet power plants not only on lines with a length of 2000-2900 km, but also on lines of a relatively short length of 800-1000 km, such as, for example: Moscow - Leningrad, Moscow - Kiev etc. However, despite all the advantages of the Tu-104, for short-haul lines, a special short-haul aircraft of a smaller dimension was required, which could successfully combine the high flight performance and comfort of the Tu-104 with acceptable takeoff and landing characteristics, which made it possible to provide mass air transportation by jet equipment. on inter-republican lines, with good economic and operational indicators.

The design bureau of A.N. took up the design of such a passenger aircraft in 1958. Tupolev. Previously, in the departments of the Design Bureau, headed by S.M. Eger, D.S. Markov, L.L. Kerber, K.V. Minkner, B.M. Kondorsky, I.B. Babin, and other departments of the Design Bureau worked out A.N. Tupolev’s proposal to create a new short-haul passenger aircraft based on the general aerodynamic and structural design of the Tu-104.

The dimension of the new machine was to be reduced in comparison with the Tu-104 by 25%, take-off weight - twice. The estimated passenger capacity was to correspond to 50-60 people.

Due to the reduction in the weight and size parameters of the new aircraft, it became possible to use turbojet engines of lower thrust (instead of 8500-9500 kg, engines with a thrust of 5000-5500 kg each could be used). Such an engine was taken in a short time to design and build OKB-19 P.A.Soloviev, using work on a double-circuit turbofan engine of the D-20 type for military purposes, increasing its thrust and improving consumption and resource characteristics.

For the design team of OKB A.N. Tupolev had to almost completely recalculate the structural elements of the original Tu-104. It was on this project that the large-scale methods of strength calculations proposed by the main Tupolev strength engineer A.M. Cheremukhin, which allowed to significantly reduce the design time.

The OKB Equipment Department offered new on-board equipment for the aircraft, which to a large extent met the requirements of the late 50s - early 60s and corresponded to the class of the aircraft. The center section of the wing was completely reconfigured, now it was integrated with the engine nacelles, it became possible to abandon the air flow separation scheme in the air supply channels of the engines. These two design innovations have already been tested on the four-engine modification of the Tu-104 - the Tu-110 aircraft.

A similar approach to the design of a new aircraft using the proven Tu-104 scheme, with the maximum possible use of new equipment and the use of new engines, made it possible to reduce the estimated time for creating the aircraft by 2-3 years.

Based on preliminary studies on the aircraft, which received the designation Tu-124, A.N. Tupolev made a report to the Central Committee of the CPSU and the Government. The OKB proposals were accepted, and on 07/18/58 a joint Decree was issued, and on 07/31/58 an order was issued by the GKAT, according to which A.N. data: maximum speed 950 km / h, cruising speed at an altitude of 1000012000 m - 750-900 km / h, flight range with fuel for 30 minutes of flight and at cruising speed - 1350-1500 km, maximum practical range - 2000 km, ceiling cruising flight - 10000-12000 m, payload - 5000 kg, take-off run and run - 800 m, number of passengers - 36-40 people, crew - 4 people. It was planned to re-equip the Tu-124 into the transport and sanitary version of the Tu-124TS with a carrying capacity of 5000 kg. The aircraft was to be operated from unpaved airfields and take off with one failed engine.

Andrey Nikolaevich Tupolev

A.A. Arkhangelsk

I. B. Babin

HELL. viburnum

S.M.Eger

D.S.Markov

Tu-124 aircraft model

Aircraft models Tu-16, Tu-104, Tu-110, Tu-124

The Tu-124 was supposed to be submitted to the joint State tests with the Air Force and the GUGVF in the fourth quarter of 1959. For the purpose of flight testing of the D-20P engines, it was supposed to install them on an experimental Tu-110 aircraft in the second half of 1958 and on three more Tu-110s that were in serial construction at plant No. 22 in the first half of 1959. Tests of the D-20P on an experimental Tu-110 were to begin in the fourth quarter of 1958, and on three serial Tu-1 10s in the second half of 1959.

Kharkov Plant No. 135, according to the design documentation of OKB-156, in 1960 needed to produce 10 serial Tu-124 aircraft, and the first of them was to be ready in the fourth quarter of 1959. Accordingly, OKB-156 was obliged to transfer technical documentation to plant No. 135 already in the first quarter of 1959. The Civil Air Fleet was obliged to accept these machines and D-20P engines for operational testing.

The D-20P engine was supposed to be presented for 100 hour State bench tests in the second quarter of 1959, after testing and refinement in flight conditions. In accordance with Decree D-20P, it was supposed to have the following data: takeoff thrust - 5800 kg, while the specific fuel consumption should not exceed 0.7 kg / kg-h. With cruising thrust near the ground 3300 kg. specific consumption should not exceed 0.64 kg / kg-h, at an altitude of 11,000 m. By the end of 1960, it was supposed to bring the engine life to 300 hours, fuel consumption near the ground to 0.6, and in cruising flight at an altitude of up to 0 .8- 0.81 kg/kg-h.

The resolution provided for the introduction of a system for blowing off the wing boundary layer on the Tu-124 in order to reduce the takeoff run and run to 600-700 m. .

To ensure the normal pace of work on the Tu-124 aircraft, it was necessary to manufacture 26 D-20P engines in 1958, 16 of them for the re-equipped Tu-110, and already in 1960 the industry was to produce 60 D-20P engines.

A.M. Cheremukhin

L.L. Selyakov

The first experimental Tu-124

In the course of discussions with the customer and the mock-up commission, the number of seats for passengers was increased to 44, with the subsequent study of options 56 and 60 local modifications. For the transportation of high-ranking delegations, including government ones, it was decided to prepare options with an increased level of comfort and reduced passenger capacity. In addition, the military, for their own needs, insisted on the production of saloon and headquarters versions equipped with special communications and related equipment. As you can see, already at the stage of design and pilot construction, the Tu-124 aircraft was expected to be widely used for various purposes in various versions.

During the second half of 1958 and the beginning of 1959, the design bureau, together with branches, prepared design documentation for the Tu-124, transferred it to experimental plant No. 156 and serial No. 135. The construction of an experimental aircraft began in Moscow with the simultaneous deployment of a series in Kharkov, where the Tu-124 was supposed to replace the serial Tu-104A. The management of all work on the Tu-124 aircraft and its modifications was entrusted to the Chief Designer D.S. Markov, who at that time headed the work on the Tu-104, Tu-1 6 and Tu-22.

By the beginning of 1960, the first experimental machine No. 00-00 (tail number 45000) was completed at plant No. 156. For a serial plant, the volume of technical preparation and organization of production was determined mainly by the differences between the Tu-124 and the Tu-104A that went in the series in terms of the layout and equipment of the passenger cabin, navigation and landing aids. To reduce the mass of the structure, new technological processes were mastered at plant No. 135, for example, chemical milling of thin large-sized skins, as well as hermetic wing compartments (caissons) for fuel. The plaza-template workshop has become one of the most advanced in MAP in terms of its capabilities and equipment. All this made it possible to issue the first serial Tu-124s for testing in the same 1960.

Fourth and fifth serial Tu-124

The layout of the Tu-124

On March 29, 1960, the crew, led by test pilot A.D. Kalina, made the first flight on an experimental Tu-124. Factory tests continued until June 1961, in total the aircraft made 105 flights with a total flight time of about 100 hours.

In May 1960, the first serial machine Tu-124 01-01 (tail number 45001) left the workshops of plant No. 135, another 4 serial machines were produced by the end of the year. The aircraft testing front expanded: until the middle of 1961, Tu-124 No. 02-01 (onboard 45003) was handed over to ZHLI and DB, 02-02 (onboard 45004), 02-03 (45005), as well as the first car of 1961 issue No. 03 -01 (45006) were transferred to the Civil Air Fleet for operational testing and crew training. In total, 6 serial Tu-124s passed through the ZHLI and DB by the middle of 1961, 8 flight crews were trained. Despite the overall positive assessment of the aircraft, the following main shortcomings of the Tu-124 were identified at the first stage of flight tests:

- decrease in the effectiveness of the ailerons and deadwood of the aircraft at high speeds;

- shaking of the entire aircraft after takeoff and shaking of the stabilizer in flight with the landing gear and flaps extended;

– increased loads on the flap brackets.

In the course of further tests of the first Tu-124 aircraft, both factory test pilots and test pilots of the Civil Air Fleet also noted a number of other shortcomings: unsatisfactory visibility during landing from the cockpit, low efficiency of lateral control at low landing speeds, a small range of balance due to for the lack of a stabilizer controlled on the ground, the low speed of opening and closing the flap, as well as other minor defects in the aircraft, its systems and equipment.

Practically all the remarks of the Design Bureau and the production plant tried to correct them as soon as possible, carrying out improvements in the series. Since August 1961, the Tu-124 began to go out with a modified forward navigator's cabin: its axis was tilted down relative to the aircraft's horizontal line by 5 degrees, its length was reduced by 0.53 m, which improved visibility from the cockpit. Tu-124 No. 45003 was the first to be converted to a new navigational cockpit, and all serial Tu-124s came out of aircraft No. 04-01 (45011) with a new cockpit. From May 1961, from aircraft No. 03-02 (45007), the angle of the transverse negative "V" wing was increased from 2.5 degrees to 1. There were other improvements that made it possible to bring the aircraft and transfer it to joint State tests.

Salon Tu-124

Cabin of the liner

In parallel with flight tests, from December 1959 to September 1960, TsAGI underwent static tests of the airframe built by experimental plant No. 156, and from March 1961, static tests of the airframe built by serial plant No. 135 began.

From July 1961 to September 1962, the Tu-124 aircraft underwent joint State tests, during which the fate of the aircraft was finally decided and it was recommended for passenger transportation.

During the State tests on the Tu-124 aircraft with D-20P engines with a maximum thrust of 5400 kg, instead of the 5800 kg specified by the Decree, the following data were recorded:

- takeoff weight - 34500 kg;

- the number of passengers - 44 people;

- maximum flight speed - 950 km / h;

- cruising flight speed - 780-870 km / h;

- practical flight range with a fuel reserve of 30 minutes and a payload of 5000 kg - 1680 km;

- the maximum flight range with a fuel reserve for 1 hour and a payload of 2000 kg - 2565 km;

- flight altitude - 10000-12000 m;

- takeoff run - 820-890 m;

– run length – 820 m.

In total, 12 Tu-124s of the first series participated in the State and operational tests. The obtained flight performance data on the main parameters met the requirements of the Decree of the Council of Ministers for the development of the Tu-124.

Operational tests of the Tu-124 passed satisfactorily. The total flight time of the aircraft was 2150 hours (1987 flights), and three aircraft flew 300-400 hours each. The D-20P engines did not work reliably during the test period due to the presence of surge and destruction of the rotor bearings.

Tu-124B Czechoslovak Airlines

Tu-124K Iraqi airline

Tu-124K with Chinese Air Force markings

Tu-124K Indian Air Force. The aircraft was operated from 1966 to 1977.

The test report stated that the performance characteristics of the Tu-124 ensure the possibility of normal operation of the aircraft on the overhead lines of the Civil Air Fleet. It was noted that it is necessary to raise the takeoff weight in operation to 36,000 kg to ensure the required range with the ANZ adopted in the Civil Air Fleet for 1 hour of flight. With takeoff and run lengths of 930 and 940 m, obtained from operational tests, airfields with a runway of at least 1500 m are required. Work from unpaved airfields was recognized as episodic. There were practically no comments on equipment and aircraft systems, with the exception of some units, in particular, the chassis and radar of the RLV-DN type (subsequently replaced by ROZ-1). The low operational manufacturability of the aircraft was noted, and requirements were put forward for its improvement. The question was raised to improve the economic characteristics of the aircraft, in particular by increasing the passenger capacity to 56 - 58 people.

In addition to the main flight tests, the Tu-124 aircraft successfully passed special tests: on takeoffs and landings at unpaved airfields, which confirmed the possibility of episodic operation of the aircraft from unpaved airfields of medium and even below average hardness, at low and high ambient ground temperatures (minus 46.5 and plus 30 degrees), during flights at critical angles of attack, during prolonged and aborted takeoffs with the 1st engine turned off during the takeoff run (up to a takeoff weight of 36,000 kg), in the presence of icing in natural conditions of medium intensity. Then, tests were carried out in the planning mode ("peck"), checking the behavior of the car in case of autopilot failure and checking the operation of the fuel system with negative overloads.

On May 1, 1962, the total flight time on the first Tu-124 aircraft was already about 4000 hours, 22 aircraft flew. Until the end of the year, it was planned to produce another 20 vehicles, of which 5 were to be in the Tu-124Sh variant. All this made it possible to start passenger transportation on the Tu-124.

The Tu-124 aircraft made its first passenger flight on October 2, 1962 along the Moscow-Tallinn route, and the successful operation of the aircraft on Aeroflot routes began.

In order to increase the economic efficiency of the aircraft, the Design Bureau, together with the serial plant and the customer, carried out a large amount of work on its modification, aimed at increasing passenger capacity, increasing the flight range and improving passenger comfort. The passenger compartment has been completely redesigned, new materials and new colors have been used in it. The luggage racks were changed by installing panels with individual nozzles for the air conditioning system, lighting lamps and flight attendant call buttons. In the passenger compartment, new lightweight comfortable passenger seats with folding seats and backs were installed. The backs were equipped with folding individual tables. The new comfortable cabin began to accommodate 56 passengers. This modification received the designation Tu-124V and was the most massive of all Tu-124 variants.

A variant for 60 passengers was worked out, which was not put into operation.

Tu-124 with a cabin for 40 passengers

For government detachments of the USSR and other countries, a saloon version of the Tu-124K aircraft was developed and built serially. There were options for 22 people and 37 people.

For flight navigation schools of the USSR Air Force, a special version of the Tu-124LU aircraft was mass-produced, intended for the education and training of cadets and navigators of Long-Range and Frontal Aviation.

There were attempts to modernize the power plant of the aircraft. In 1963, Tu-124B aircraft with D-20P-1 25 engines similar to those of the Tu-124A (Tu-134) aircraft were produced, the aircraft with the new power plant was tested, but did not receive further development due to the introduction of the Tu-124A (Tu-134) into the series. -134.

There was a Tu-124 project under the D-30 engine, which also did not receive development for the same reasons.

Cabin versions of the aircraft with some changes in the equipment and equipment of the passenger cabin were used as headquarters.

The Tu-124 aircraft in civilian trunk and cabin versions was delivered abroad. In total, during the period from 1964 to 1966, 13 aircraft were delivered abroad: 3 to the GDR, 3 to Czechoslovakia, 2 to the PRC, 2 to India, 2 to Iraq. Almost all exported vehicles were used for special transportation and were either run by government aviation units or Air Force units. In Czechoslovakia, three Tu-124Vs were used by the CSA.

At plant No. 135, reconstruction was being completed, and the plant was soon to dramatically expand the production of Tu-124s in various versions: already in 1963, 50 Tu-124s were to be built, and in 1964, 75 - 100 with further preservation of this pace. However, the appearance of the Tu-134 drastically reduced the Tu-124 production program.

In total, up to the second quarter of 1966, Plant No. 135 produced 110 Tu-124 passenger aircraft, including modifications of the Tu-124, Tu-124V, Tu-124B and cabin variants of the Tu-124K. From 1962 to the end of 1968, the Air Force received 55 Tu-124Shs in various equipment configurations from Factory No. 135.

In June 1961, the Tu-124 flew to the West for the first time. One of the first aircraft was presented at the salon in Le Bourget, and on July 9, 1961, the Tu-124 took part in the air parade in Tushino.

At the beginning of 1962, the first production Tu-124 was handed over to Aeroflot. Since October 1962, as production aircraft were delivered, the geography of the aircraft's use began to expand: in November it entered the Moscow-Ulyanovsk line, in December - Moscow-Vilnius. In total, in the early 70s, aircraft

Tu-124 flew on the routes connecting about 50 cities of the USSR. In 1964, the aircraft entered the international lines of Aeroflot, it operated flights from Moscow to Warsaw, Berlin, and Prague.

At Aeroflot, the Tu-124 and Tu-124V were in operation until the early 80s, until the moment when they were finally replaced by the Tu-134A (officially, the Tu-124 was decommissioned by Aeroflot in 1980, but for some time departmental planes flew). During the years of operation, the aircraft carried about 6,500,000 passengers.

Dimensions, m:

wingspan 25.55

aircraft length

for aircraft 45001-45010 31.078

for aircraft from 4501 1 30.578

parking height 8,082

Wing area, m 2 105,35

Wing area with sags, m 2 1 19,37

Wing sweep by 1/4 chords, deg 35

Aircraft weight, kg: take-off weight

for aircraft 45001-45015 34500

for aircraft from 45016 38000

empty 22100-22000

normal landing

for aircraft 45001-45015 30000

for aircraft from 45016 32000-35000

Mass of fuel (full filling), kg 10500

Number of passengers 44-56

Volume of luggage compartments, m 3 14

(two trunks: front 6 m 2 , rear 8 m 2 )

The mass of goods placed in the trunk, kg 1700-4200

Maximum airspeed for medium

flight weight 33000 kg at an altitude of 8000 m, km / h 970

The maximum allowable number, M:

in level flight 0.78

with an emergency decrease 0.86

Cruise flight speed at altitudes of 8000-11000 m, km/h 750-850

Flight range for a flight altitude of 10000 m at a cruising speed of 780-800 km/h, km: payload 6000 kg,

fuel weight 9500 kg, ANZ-2400 kg 1600-1700

fuel mass 10500 kg, ANZ-2400 kg 2000-2100

fuel weight 10500 kg, ANZ-2400 kg 2200-2300

Practical ceiling, m:

with a flight weight of 28000 kg 1 1500

Required runway length, m 1800-2100

Takeoff run, m 1050

Run length, m 950

Tu-124 V

The Tu-124 entered the history of domestic aircraft construction as the first jet aircraft that brought the comfort and speed of jet aviation to the Soviet provinces. In the history of world aviation, the Tu-124 is the world's first passenger aircraft with turbofan engines.

Tu-124

(44 pass, seats)

The first production version of the Tu-124 aircraft. Tourist class seats, distance between seats 0.87 m. A modified shortened navigator's cabin was introduced from aircraft No. 45011. Initially, there were restrictions on takeoff and landing weights (34,500 kg and 30,000 kg, respectively), restrictions were lifted starting with aircraft No. 45016 (38,000 kg and 32,000-35,000 kg). In the future, in the process of repairs, all machines, starting with No. 45016, were converted into the Tu-124V variant (56 seats).

The crew at the first stage of operation (1962-1964) consisted of five people, plus one stewardess: two pilots, navigator, radio operator, flight mechanic. After 1964, the crew was reduced by two people: two pilots and a navigator remained. The first flight of the prototype took place on March 29, 1960, the series - from May 1960 to 1963.

Tu-124

(48 passenger seats)

Variant of the Tu-124 with the layout of the passenger cabin for 48 passes

fat places. Economy class seats, distance between seats 0.81 m. The option was not implemented.

Tu-124

(52 passenger seats)

Variant of the Tu-124 with the layout of the passenger cabin for 52 passenger seats. Economy class seats, the distance between the seats is 0.81 m, the rear partition in the passenger cabin is shifted back along the flight by 0.15 m. The option was not implemented.

Tu-124

(60 passenger seats)

Variant of the Tu-124 with the layout of the passenger cabin for 60 passenger seats. Economy class seats, partitions in the passenger cabin were removed in the region of 23 and 28 frames, the distance between the seats was 0.75 m, the rear partition in the passenger cabin was shifted back along the flight by 0.24 m, the front one - by 0.64 m. a copy of the aircraft, the option of reworking the passenger cabin for 60 seats was not introduced into wide operation.

Tu-124

(56 passenger seats)

In order to improve the economic performance of the Tu-124 aircraft, the Design Bureau A.N. Tupolev, work was carried out in 1963 to modernize the serial Tu-124 aircraft No. 45026 into an aircraft with a passenger cabin for 56 seats.

Tu-124 No. 45026 was converted into a 56-seat version as follows: partitions were removed in the passenger cabin in the area of ​​​​23 and 28 frames, new economy class seats developed in OKB-156 were installed in a single passenger cabin, all seats, except for the third, the fourth and seventh rows were installed in increments of 0.75 m; seats of the third, fourth and seventh rows were installed respectively at a distance of 0.69 m, 1.015 m and 1.235 m from the row in front. A number of improvements were also made to increase the comfort of passengers in flight. After the conversion, the aircraft underwent flight tests to evaluate the new layout of the passenger cabin, as well as the microclimate and air composition in the pressurized cabin. A technical flight was carried out with 56 service passengers (usually these are either MAP or GVF employees) and two control flights with passengers from July 31 to August 17, 1963 on one of Aeroflot's regular lines.

Based on the tests carried out, a new layout option was recommended for serial production, starting with the aircraft of the 1964 program of the year. In mass production, this version was designated Tu-124V. After some necessary improvements, according to the comments of the Civil Air Fleet, since 1964, serial plant No. 135 switched to the production of the Tu-124V aircraft, which became the main modification of this aircraft. Subsequently, part of the Tu-124 was converted to the Tu-124V standard.

Tu-124V GDR Air Force

Tu-124V in the skies of Sweden, 1967

A rare case - landing of an emergency Tu-124 on the Neva, while all passengers survived

Flying laboratory based on the Tu-124, used to develop remote fuses

At the same time, the Civil Air Fleet asked the Design Bureau to prepare in the 4th quarter of 1963 a model of the Tu-124 aircraft for 60 passenger seats with a reduced buffet-kitchen and chairs without tables. Proposals for such a layout, as well as the 60-seat design bureau considered above, were not further developed due to a significant decrease in passenger comfort, but were used in work on the Tu-134 aircraft, which was replacing the Tu-124 and Tu-124V.

In 1962, in OKB-156, in order to improve the flight and economic characteristics of the Tu-124, a decision was made to install new engines of the D-20P-125 type on the Tu-124 aircraft with a take-off thrust of 5800 kg instead of 5400 kg for the D-20P and specific fuel consumption of 0.815 kg / kg-h instead of 0.89 for the D-20P. The engines were of the same type as on the Tu-134 prototype, the Tu-124A.

On July 19, 1962, A.N. Tupolev approved the main data and terms for the creation of the Tu-124B aircraft. In accordance with the approved list of works, in the second quarter of 1962, the design teams of the Design Bureau and the branch in Tomilino issued technical documentation for the conversion of serial Tu-124s into Tu-124Bs. In connection with the installation of new heavier engines on the serial Tu-124, their attachment points to the fuselage were finalized, the fire barrier was finalized, the drains on the fuselage were finalized with its installation on shock absorption filled with sound-absorbing material, the ventral shield was finalized, the inner flap with a curtain was finalized, the fairing was finalized engine nacelles with a fuselage and with a tail section of a wing.

According to the project, the weight of the empty Tu-124B aircraft was to be increased by 750 kg due to the new power plant, the weight of the empty equipped aircraft was up to 23,500 kg, and the take-off weight was increased to 37,600.

The aircraft was supposed to be re-equipped by plant No. 135 from among the serial Tu-124s accepted by the Customer according to the OKB-156 documentation. One aircraft was to be converted in December 1962 and two more in the first quarter of 1963. In 1963, three Tu-124B aircraft were ready. On one of

control tests were carried out, the results of which were compared with the test results of the first experimental Tu-124A with the same engines. Both aircraft, having the same power plant and fuselages, differed in aerodynamic layout. The comparison results were not in favor of the new Tu-124A (Tu-134). A significant relative increase in kilometer fuel consumption was recorded, starting from a speed of 800 km / h, which indicated an increase in the required engine thrust as a result of a drop in aerodynamic quality in this mode compared to the Tu-124B. However, this was caused not by the specific flaws of the chosen aerodynamic scheme of the Tu-124A, but by the not entirely successful wing profile used on this machine. But the future was still for the Tu-124A (Tu-1 34), which had significant reserves for further development.

In the early 60s, the Design Bureau prepared the layout of the passenger cabin of the Tu-124 aircraft in an increased comfort version for 16-20 people, designed to transport important government delegations, including top officials of the state. The Tu-124 with an increased level of comfort was supposed to replace the cabin aircraft created on the basis of the piston Il-14. In the proposed layout, the passenger cabin of the Tu-124 was divided into three cabins:

- in the first cabin there was a room for the main passenger, his office, a place for negotiations (a hall-type room);

- behind this salon there was a lounge with sofas;

- in the next cabin there were accompanying persons and security, located in aircraft passenger seats with an increased level of comfort.

The aircraft had special communications facilities, as well as additional power sources for these facilities.

Design view of the Tu-124Sh with underwing holders for practical bombs

The proposed layout was not implemented, but on its basis, several layout options for increased comfort were soon developed for aircraft designed to transport VIPs and delegations.

Simultaneously with the production of Tu-124 and Tu-124V passenger aircraft, Plant No. 135 produced cabin versions of the aircraft in small quantities on special orders, which received the designation Tu-124K. Unlike mass-produced cars, saloon cars had a comfortable cabin for five people with tables and non-standard lounge chairs in the passenger cabin. The first saloon was followed by two saloons of lesser comfort for 8 and 24 people, in the third saloon sixteen rear seats were in 0.93 m increments. The second saloon and the first 8 seats in the last saloon had tables.

The first saloon version was produced by the serial plant in July 1963. Cabin versions of the Tu-124K were exported in the version for 36 passengers. There were versions of the Tu-124K with an increased level of comfort, designed for 22 passengers.

In the early 60s, the design bureau, along with the civilian version of the Tu-124 with increased comfort, prepared the layout of a staff aircraft for the highest ranks of the Soviet Army and Navy. The aircraft in this version was also designed to carry 16-20 passengers, but the cabin equipment and communication systems took into account the specific features of the customer.

Tu-124K aircraft were used to transport representative delegations both here and abroad, as well as as cabins for the highest command of the Soviet Army.

Even at the initial stages of the creation of the Tu-124 aircraft, OKB-156 worked out options for using the Tu-124 aircraft as a transport, sanitary and landing aircraft. As you know, until the end of the 60s, all Soviet long-haul aircraft were equipped with transport and sanitary equipment, which included on-board mounting hardware and the necessary kits for transporting goods, including military, sick and wounded, as well as fully armed soldiers. The Design Bureau prepared options for placing cargo, the wounded and paratroopers in the cockpit of the Tu-124 aircraft:

- transport option for the transportation of military cargo weighing 6000 kg;

- a sanitary option for transporting 52 stretcher bed patients or 60 patients in a combined version (some of the patients are seated), the aircraft provided space for accompanying personnel and the necessary medical devices and equipment;

- landing version, designed to transport 67 soldiers (paratroopers) with weapons and equipment.

At the end of the 60s, the management of Aeroflot, in order to improve the economic performance of the aircraft in operation, came up with a proposal to remove specialized transport and sanitary equipment from all mainline passenger aircraft. The proposal was accepted by the management, and in the early 70s, all Aeroflot aircraft were already flying without this equipment.

As new passenger aircraft entered service in the 70s, a small part of the Tu-124 was adapted for transport purposes. Converted aircraft for the transportation of 6000 kg of cargo were designated Tu-124K. Aircraft with a reinforced cabin floor, designed for a load of 8000 kg, were designated Tu-124K-2.

According to the Government Decree, OKB-156 worked out a version of the Tu-124 with a system for blowing off the boundary layer of the wing. For the ATP system, the air had to be taken from the compressors of the modified D-20P engines. Work in the Design Bureau on this topic was carried out under the code “order 290” and included preliminary testing of the system on Tu-1 10 aircraft with D-20P engines, followed by the installation of ATP on the Tu-124. The aim of the work was to improve the takeoff and landing characteristics of serial Tu-124s, similar to how it was done on the MiG-21 with the R-11F-2S engine with SPS. Work on the ATP on the Tu-110 should have been completed as early as 1959, but due to the OKB being loaded with a large number of military and civilian topics, these works were constantly shifted in time. In 1962, the flights of the first Tu-110 with D-20P engines with the ATP system began. Testing and fine-tuning the system on the Tu-110 dragged on and soon completely lost its relevance for the Tu-124 aircraft due to the replacement of the Tu-124 with the Tu-134 in serial production.

The first experimental Tu-124Sh was outwardly distinguished by a large radar fairing

Tu-124Sh in the Tambov Aviation School

Short takeoff and landing aircraft based on Tu-124

In 1963, OKB-156 considered the implementation of an experimental short takeoff and landing aircraft based on the serial Tu-124. Vertical takeoff and landing of the aircraft were to be carried out by lifting engines of the RD-36-35 or RD-36-35P type, installed in the fairings of the landing gear nacelles and the fuselage. They did not have any further work on the technical development proposal. Somewhat later, the RD-36-35 lifting engines, installed on one of the serial Tu-22s in the landing gear nacelles, were used to reduce the length of the aircraft's run.

In 1961, in accordance with the Decree of the Council of Ministers of the USSR, OKB-156 was given an assignment to design a training navigational aircraft based on the Tu-124 production aircraft, designed for group training and training of long-range and front-line aviation navigators in piloting and bombing skills.

The aircraft, which received the designation Tu-124Sh (Tu-124U), according to the Decree, was to be equipped with standard navigation and bomber-aiming systems, which were equipped with Soviet front-line and long-range bombers that entered service with the Air Force in the early 60s (Tu-22 aircraft and Yak-28). The Tu-1 24Sh was supposed to carry small training and imitation bombs on external hardpoints.

Since the systems used on the Tu-22 and Yak-28 bombers differed, and it was extremely difficult to install them on one Tu-124 aircraft, it was decided to make two versions of the aircraft: the Tu-124Sh-1 for long-range aviation and the Tu-124Sh -2 - for front-line aviation. The aircraft had to be identical in terms of the main aircraft systems and differ in the composition of navigation and sighting equipment.

In the design bureau in the second quarter of 1961, together with the design bureau of the serial plant, drawings of a new aircraft were prepared. When preparing the drawings, the experience of designing and flight testing of the experimental and first serial Tu-124 was taken into account.

Soon the necessary design documentation was ready and transferred to the production plant. In 1962, Plant No. 135 began serial production of Tu-124Sh aircraft. From August to December 1962, 5 serial aircraft were produced, which, after passing tests and refinements, began to enter the Air Force training units. The following year, 1963, the Air Force received 10 Tu-124Sh aircraft, in total, 55 aircraft were transferred to the unit by the end of 1968. Most of them ended up in the Air Force navigation schools: the Chelyabinsk Aviation Higher Navigation School, which trained navigators for Long-Range and Naval Aviation, and the Voroshilovograd Navigation School, which trained navigators for front-line aviation. Before the entry into combat units of the training version of the Tu-128 fighter-interceptor (Tu-128UT aircraft), the Tu-124Sh was used in air defense regiments as a training and export vehicle for training pilots.

In appearance and weight and size characteristics, the Tu-124Sh practically did not differ from the serial Tu-124 (the length of the aircraft was slightly increased due to the lengthening of the navigator's cabin). Externally, Tu-124Sh aircraft could be distinguished from Tu-124 aircraft only by a slightly larger radar radome, beam bomber holders under the center section and a Doppler speed and drift angle radome under the central part of the fuselage.

The Tu-124Sh-1 variant could take on board 14 students (cadets) who could work on various navigation and sighting systems in flight. An optical bomber sight of the OPB-15 type was installed in the navigational elongated cockpit, the navigator was placed in the cockpit and there was a place for the trainee. Under the cockpit was a fairing with a radar of the type "Rubin-1". The cockpit was no different from the serial Tu-124. Behind the cockpit there was a place for a radio operator and a training compartment with a second sight OPB-15, radar units "Rubin-1" and places for an instructor and a trainee. In the cabin were on both sides, one after another, training consoles of various systems. On the starboard side were consoles with aneroid-membrane and electrical devices, then there was a control panel for the SPI-ZM system, followed by a DISS control panel of the Wind-2 type and a control panel for the Helium US-8 radio station. On the left side there was a second instrument panel, followed by the RSBN - 2 "Svod" system panel, the ZSO-type astro-sectarian panel and two panels for working with ARK-11 automatic radio compasses.

The layout of training places Tu-124Sh

Tu-124 in the Ulyanovsk Museum of Civil Aviation

In the Tu-124Sh-2 variant, the overall layout was retained. But unlike the Tu-124Sh-1, the aircraft was equipped with an Initiative-2 type radar, OPB-16 and OPB-15 sights with a side-mounted blister. On the starboard side there was an instrument console, two ARK-1 1 consoles, a NAI-1M system console, a DISS Wind-2 console, followed by two RSB-70 radio consoles. On the left side there was an instrument console, a DBS-2 system console " Lotus”, followed by the RSBN-2 “Svod” system console, then the “ZSO” console, and behind it two ARK-1 1 consoles. In the Tu-124Sh-2 variant, 15 trainees could be taken on board. The ZSO sensors were located in the upper part of the fuselage with an offset to the side, the DISS antennas were under the middle part

fuselage in a fairing that went beyond the contours of the fuselage.

The Tu-124Sh aircraft had the following flight data:

- maximum speed - 900 km / h;

- practical flight range - 2600 km;

- flight duration - up to 4 hours;

- practical ceiling - 10500 m;

- the required length of the runway - 2000 m (data from the test results of 1964)

The Tu-124Sh was operated in the navigational training units of the Air Force until the second half of the 70s, when they were replaced by the new Tu-134Sh-1 and Tu-134Sh-2, created on the basis of the experience of operating the Tu-124Sh. Some of the remaining Tu-124Sh were transferred to flight schools that trained pilots for Long-Range and Naval Aviation. For example, they were used in the Tambov Higher Aviation School of Pilots until the early 80s, until the moment when they were replaced by the Tu-134UBL. Some Tu-124Sh were used as flying laboratories in the MAP and Air Force systems, two aircraft were used by the Civil Aviation Research Institute of the Air Force.

On the basis of the Tu-124 serial short-haul passenger aircraft, OKB-156 proposed a project for its modification into a military transport aircraft. The project received the Design Bureau designation "Aircraft 127" (Tu-127). In general terms, the proposed conversion of the Tu-124 into a military transport vehicle was identical to what was proposed when creating the Tu-107 (the military transport version of the Tu-104) and in the Tu-1 17 project (the military transport version of the Tu-110). The tail section of the fuselage, together with the tail unit, was undocked at the fuselage connector, a new tail section with a loading hatch-ladder was docked to the aircraft, and the cockpit floor was reinforced at the rate of loading military equipment and military cargo. The cargo cabin completely occupied the volume of the passenger cabin, the sealing was maintained.

In the cargo compartment of the aircraft, it was possible to transport various military equipment: GAZ-bZ vehicles, 120-mm regimental mortars, ZIS-2 anti-tank guns of 57 mm caliber, etc.

For the rest of the airframe units, aircraft systems and navigation, instrumentation, the modified aircraft had to fully comply with the base Tu-124. This approach made it possible, if necessary, to carry out a fairly quick modification of the Tu-124 mainline passenger aircraft fleet into a military transport version (for this, it was necessary to first prepare interchangeable tail parts and sets of in-cabin equipment for the military transport version).

The prepared Tu-124 modification project was not accepted for further development, since the experience of working on the Tu-107 aircraft showed that the Air Force needed a military transport aircraft capable of not only transporting military equipment and soldiers, but also being maximally adapted to perform airborne operations, which was extremely difficult to perform when modifying the main passenger aircraft.

To fill it, the leadership of civil aviation wished to have an aircraft with two 400 hp engines. In accordance with the requirements of the Civil Air Fleet of 1946, the car was supposed to carry eight passengers over a distance of up to 800 km (ferry range 1200 km) with a cruising speed of 290 km / h (maximum - 370 km / h). At the same time, the weight of the commercial load was set at least 900 kg, and the practical ceiling was 7000 m.

Today it is difficult to say from what considerations the specialists of the Civil Air Fleet determined the required engine power for a regional aircraft. However, it can be said with confidence that the domestic industry did not produce motors of such power. And even in the case of an aircraft that meets the requirements of the Civil Air Fleet, flight safety would sharply decrease if one of the engines failed.

Perhaps the most suitable domestic engine for an aircraft of this purpose was the ASh-21 with a nominal power of 570 hp, created on the basis of the time-tested star-shaped ASh-82FN.

Based on this, the Council of People's Commissars in February 1946 approved the assignment for the development of an aircraft for local lines with ASh-21 engines, while specifying its data. The document stated that an aircraft with a flight weight of 6000 kg should carry 10 passengers and 1000 kg of commercial cargo (in the cargo version) for a distance of up to 800 km at a cruising speed of 290 km/h. Its maximum speed was set at least 335 km / h at the ground and 370 km / h at an altitude of 2000 m, and the practical ceiling was 7000 m.

It was ordered to build two cars, and present the first copy for state tests on November 1, 1946. However, the design bureau, overloaded with tasks, did not meet the government deadlines and in March 1947 the Council of Ministers approved the pilot construction plan for the current year, instructing A.S. Yakovlev to build two cars (passenger and army) with a crew of two people and updated flight performance data. In August 1947, the first of them was ordered to be transferred to state tests.

The differences in the new requirements affected the maximum speed near the ground, set not lower than 350 km / h, the takeoff and mileage should not exceed 400 and 350 m, respectively. For the military version, an upper turret with a 20 mm caliber gun should have been provided.

When designing the future Yak-16, the main requirements were still considered to be flight safety, simple take-off and landing qualities, convenience for passengers, ease of production and the possibility of long-term operation in any region of the Soviet Union.

The machine was still being designed, and plant No. 464 was identified for its production in the village of Dolgoprudny near Moscow, which, in accordance with the July 1946 order of the MAP, became the production base of the Design Bureau, headed by A.S. Yakovlev. In order not to interrupt the story, we note that on April 21, 1947, Yakovlev was appointed chief designer of plant No. 464 (which by that time had become experienced), retaining the position of chief designer of OKB-115.

In the same place in November 1946, a mock-up commission headed by the head of the Research Institute of the Civil Air Fleet, I.F. Petrov, worked. Ivan Fedorovich quickly moved up the ranks and already in the fall of the following year, when the act on factory tests of the Yak-16 / I was approved, he was the head of the LII.

At the end of January 1947, the head of the Main Directorate of the Civil Air Fleet, F.A. Astakhov, approved the protocol of the mock-up commission, signed by its members a couple of months before, drawing attention to the two main, as it seemed to him, shortcomings of the machine and demanded that the range be increased to 750-800 km from taking into account a headwind blowing at a speed of 30 km/h and a reserve of fuel for an hour of flight.

Usually the customer in the layout finds a lot of "defects". There are many reasons for project flaws at the layout stage, but most often the designers do not have enough time, because we lived and worked in a rigid planning system.

The Yak-16 was no exception, but judging by the protocol of the mock-up commission, A.S. Yakovlev agreed to satisfy almost all the customer's comments. As for the range, here Alexander Sergeevich was categorical: "The flight range of 800 km with a headwind of 30 km / h is set according to the TTT and accurately executed."

The aircraft was an all-metal monoplane. Its wing was technologically divided into a rectangular center section and trapezoidal detachable consoles. The power frame of the bearing surface was formed by two duralumin I-beam spars, sets of ribs and stringers. Sheathing - duralumin.

The fuselage frame is formed by channel-section frames and stringers made of pressed corners. Behind the cabin for passengers, luggage and toilet facilities were provided.

The plumage is cantilever with a duralumin frame. Sheathing of the keel, stabilizer and toes of the rudders is duralumin. The handlebars are lined.

Chassis - tricycle with a tail wheel. Its main supports were attached to the front wing spar and retracted into the engine nacelles. Cantilever-type chassis racks with oil-pneumatic damping folded during cleaning. In the retracted position, the wheels of the main landing gear protruded from the engine nacelles, which made an emergency landing with the landing gear retracted safe.

The main wheels with a size of 900 × 300 mm are brake, and the tail - orienting wheel with a size of 470 × 210 mm had an automatic stop associated with the control of the elevator.

Aircraft control - double, helm, and flaps, landing gear, brakes - pneumatic, duplicated by an emergency system, which increased the reliability of the machine.

The ASh-21 seven-cylinder air-cooled engines with VISH-111V-20 variable-pitch automatic propellers were installed in engine nacelles made integral with the center section.

Motor mounts - removable, welded from steel pipes, attached to the front frames of the engine nacelles on rubber dampers. The engines are completely hooded, and there were inlet shutters and side outlet flaps to regulate their temperature.

To increase the reliability and service life of the engines, the suction pipes of the carburetors had dust filters. Fire extinguishers were provided in case of ignition of the engines.

The engines were started with a mixture of compressed air and gasoline vapors. Fuel was placed in two center-section tanks with a volume of 450 liters each.

The aircraft was equipped with a full set of instruments, both flight and navigation and control of the engine.

Factory flight tests of the machine began in the autumn of 1947. The external similarity of the Yak-16, which appeared at the airfield, with the American Douglas DC-3 led to the fact that the car was called the Douglasenko, borrowing this name from the Yak-6, produced at the same enterprise.

Engineer O.A. Sidorov and pilot F.L. Abramov, co-pilot R.F. Farikh, mechanic P.S. Semin were the leaders in the car. For nine days, 32 flights were completed with a total duration of over 18 hours. By the way, Rostislov Fabievich Farikh is the son of the famous polar pilot F.B. Test pilots LII S.N. Anokhin and M.L. Gallai flew around the car.

According to pilot Fyodor Leontievich Abramov, the Yak-16/I was a modern transport aircraft. In terms of design, layout and technical equipment, it was a great achievement of the domestic pilot aircraft industry. The spacious cockpit created the necessary comfort, and the view from it was excellent. The arrangement of instruments and control levers for motors, flaps and landing gear is convenient.

On taxiing, the aircraft was easily controlled and had no desire to turn. The Yak-16/I was easily kept in a straight line, even with a strong side wind. A large anti-bonnet angle allowed for sharp braking. The depreciation of the machine is soft, and the roughness of the airfield was overcome without shocks.

On takeoff, the car quickly picked up speed and obeyed the rudders well. The excess power and flaps greatly reduced the takeoff and provided a high rate of climb. This made it possible to operate the mini-liner on airfields of very limited dimensions.

In level flight, the Yak-16/I had a wide range of speeds. Stability relative to all three axes is good, especially directional, which is very important for scheduled flights. Stability tested in turbulent air conditions; at the same time, even in a strong turbulence, the aircraft with abandoned control kept the set course for a relatively long time.

The loads on the rudders are small. When changing the alignment, additional efforts were easily removed with a trimmer in all modes. The stock of rudders is sufficient.

The Yak-16 performed turns steadily, had no tendency to roll or bury its nose. Planned the plane steadily on a steep glide path. The transition to holding took place smoothly, without drawdown. With all allowable alignments from 20.5% to 25.5%, the car easily landed on three points.

In the case of go-around with the flaps extended, the aircraft vigorously gained speed and altitude.

The aircraft is stable on the run. Turns with a strong side wind were parried by the rudder and brakes.

The possibility of flying with one engine stopped, which is the main factor in the safety of the aircraft, is provided brilliantly. The Yak-16/I on one engine easily climbed up to 2500 m. At the same time, the rate of climb reached 2 m/s.

The stability of the track with one stopped motor was excellent. The loads on the pedals were completely removed by the trimmer, and turns were performed even in the direction of the switched off engine.

The unexpected failure of one of the motors was not dangerous. The aircraft was at first easily held by the rudder and reverse roll until the load from the rudder was removed by a slight deflection of the trimmer, after which straight flight continued without roll.

The Yak-16/I was simple to operate and allowed for quick and easy mastering by low-skilled pilots.

The review of the famous test pilot S.N. Anokhin, who flew around the car in October 1947, is also curious.

The view from the cockpit, according to Sergei Nikolayevich, on the ground and in the air was good. The presence of a window in the ceiling of the cockpit improves visibility from the aircraft on a turn compared to other aircraft of this type. While taxiing, the aircraft is obedient to the actions of the pilot. Turns are easily performed both with brakes and with the help of only motors. The brakes are effective and keep the car in place at the nominal operating mode of the motors.

On the takeoff run, the Yak-16 / I steadily holds the given direction. The stock of all rudders on takeoff is quite enough. The aircraft picks up speed quickly and takes off after a short run at a speed of 90-100 km/h.

The aircraft is longitudinally stable, but close to neutral. Transversely stable, but close to neutral. In terms of travel, the aircraft has a large margin of stability. The ratio between directional and lateral stability is good.

The loads from the elevator are small and direct in sign, from the ailerons - somewhat large, positive in sign. The loads from the rudder are quite acceptable and are straight in sign.

Piloting an airplane is enjoyable. The overall impression of the aircraft is good.

At the beginning of 1948, the machine passed state tests at the Research Institute of the Civil Air Fleet.

In the spring of 1948, the second army version of the Yak-16 / II was built. The engines remained the same, but the propellers were replaced with B-511 vane propellers. To combat icing of propellers and windshields of the cockpit canopy, antifreeze liquid was used. Unlike its predecessor, the vertical tail area was slightly increased and the nose of the fuselage was lengthened, the reinforced floor of the cargo compartment of which could withstand the load from a concentrated load weighing up to 1000 kg.

The fuselage could accommodate up to seven people with parachutes or up to 10 with weapons, but without parachutes. In the sanitary version, it was allowed to transport up to six wounded on a stretcher and one paramedic. To do this, in the left side of the fuselage there was a large cargo door with a gate. A UTK-1 rotating shielded turret with a 12.7 mm UBT machine gun (200 rounds of ammunition) was placed on the fuselage. Under the center section of the wing there were suspension units for three TsDMM-120 paratrooper containers. In this case, up to 500 kg of cargo was allowed to be transported in the cargo compartment. There was also a lock on the car for picking up the towing cable of the landing glider. The towing version of the Yak-16 was developed in accordance with the order of the ministry.

Factory tests of the Yak-16/II began on the last day of March 1948. For four weeks, 17 flights were completed with a total duration of about 9.5 hours, after which the car was transferred to state tests. The leaders of the car at the stage of factory testing were engineer O.A. Sidorov, pilot F.L. Abramov, co-pilot G.S. Klimushkin and mechanic I.V. Kazamanov.

In the act on the results of factory tests, G.S. Klimushkin noted, in particular: “Yakovlev-16 with two ASh-21 engines and V-511 vane propellers is a first-class transport aircraft, the equipment of which allows it to be used in a number of flight options.

Powerful radio equipment, instruments for blind flight, vane propellers, heating and ventilation of the cabin and cargo area, convenient and rational arrangement of control knobs and instruments determine the high degree of technical equipment of the aircraft.

The flight of the aircraft on one engine is carried out without any difficulty.

On taxiing, gliding and run the aircraft is stable. In flight, it is stable on all three axes and keeps its course well. Loads on control sticks and pedals are normal. The stock of rudders is sufficient for all flight modes. The aircraft steadily performs turns and allows turns towards the stopped engine.

Yakovlev-16 is a reliable and easy-to-operate machine that is quickly and easily mastered and does not require a highly skilled pilot.

State tests of the military transport Yak-16 / II at the Air Force Research Institute revealed a number of inconsistencies of the machine with the technical requirements of the military. In particular, on the modified machine, in order to increase the margin of longitudinal stability, it was necessary to increase the area of ​​\u200b\u200bthe horizontal tail, install anti-icers on the wing and tail. It required the replacement of the RPK-10 radio semi-compass with the automatic ARK-5 and the installation of a controlled aileron trimmer, a retractable headlight and the elimination of other, albeit minor, remarks.

All this made the car heavier. To compensate for weight losses, literally hundreds of grams had to be “scraped out”, improving the design of the Yak-16. In particular, they removed the paratroopers' cables, the ambulance of the orderly and parachute lighting rockets, abandoned the individual ventilation of the paratroopers, reduced the thickness of the glass and the floor of the cargo compartment, as well as the material from which the plumage fairings were made.

As a result, the empty car became heavier by only 33 kg, which, in order to maintain the previous normal flight weight, had to be compensated by reducing the fuel reserves by 10 kg and oil by 5 kg. There were no more reserves.

Yak-16 / II in this form was presented for repeated state tests. However, everything was in vain. Despite numerous positive reviews about the car and the efforts of the Design Bureau, the Yak-16 remained in the category of experienced ones.

The reason for this was the adoption in August 1948 of the An-2 aircraft with the ASh-62IR engine for service and supply to the Civil Air Fleet. This machine turned out to be more versatile than the Yak-16, although the passenger version is less comfortable.

In 1948, both Yak-16s were preparing for the parade in Tushino. The commander of the first of them was pilot Abramov, and information about the public display of the second car has not yet been found. In the same year, the passenger Yak-16 / I was issued a certificate of airworthiness and registered in the state register, assigning it the USSR-I985 identification mark, leaving it behind plant No. 464.

Under this index, the aircraft flew abroad for the first time to participate in the 21st Fair in Poznań (Poland). As F.L. Abramov said, the Yak-16 / I had a chance to visit exhibitions in Hungary and Finland. Judging by the reference book "Jane" (1950-1951), the aircraft was also met at the airfields of Romania and Czechoslovakia. Later, the Yak-16/I was re-registered and operated by Pilot Plant No. 115 under the symbol USSR-I1074.

Modification: Yak-16
Wingspan, m: 21.50
Aircraft length, m: 15.60
Aircraft height, m: 4.66
Wing area, m2: 56.25
Weight, kg
- empty aircraft: 4486
-normal takeoff: 6021
-maximum takeoff: 6230
Engine type: 2 x PD ASh-21
- power, hp: 2 x 570
Maximum speed, km/h
-near ground: 350
-at height: 370
Cruise speed, km/h: 290
Practical range, km: 800
Practical ceiling, m: 7700
Crew, people: 2
Payload: 10 passengers and 100 kg of baggage or cargo
Armament (optional): one 12.7 mm machine gun.

Passenger aircraft Yak-16/I.

The cockpit and passenger compartment of the Yak-16/I.

Transport aircraft Yak-16/II.

The An-158 airliner, the photo of which is located below, is one of the long-range modifications of the popular and successful An-148 model. The main purpose of this aircraft is considered to be air transportation of passengers on regional and local routes. It should be noted that it was originally planned to be produced under the brand name "An-148-200". However, over time, the developers, representatives of the Antonov Design Bureau (Antonov KB), renamed the novelty. Feedback from engineers and many experts in this field characterize the model as a vessel that fully complies with the latest requirements for environmental friendliness and flight safety.

Key differences from its predecessor

As noted above, the An-148 aircraft became the base for the new model. First of all, in comparison with this modification, the novelty received a more spacious interior. In particular, the maximum possible number of people transported, in addition to crew members, was 99 passengers. This was achieved by the designers of Antonov KB, largely due to an increase (by two and a half meters) in the length of the passenger compartment. In addition, more spacious luggage racks were installed in the airliner for passengers. The most important engineering decision was the improvement of the design of the wings. This reduced direct operating costs by approximately 12 percent and aircraft fuel consumption by 3 percent.

Development

In 2009, the design development of the project for a new model of the An-158 airliner was completed. Representatives of more than two hundred enterprises located on the territory of fifteen states from different parts of the world took an active part in this work. It is impossible not to focus on the fact that approximately seventy percent of all components and assemblies for this model are produced and supplied by domestic companies.

Construction and official debut of the prototype

The creation of the debut copy took about one year in time. It was a significantly rebuilt previous modification ("An-148"). The designers in the literal sense of the word redrawn the plane and lengthened its body. This decision made it possible to install 14 more seats inside in the future. In mid-September 2009, work began on the internal re-equipment of the liner. Most of the units and assemblies were borrowed from the previous modification. Along with this, the novelty received a number of improvements and innovations. April 21, 2010 in Kyiv, representatives of "Antonov KB" demonstrated to the press an experimental sample of the new model.

Serial production started in the second half of 2010 at the Antonov aircraft manufacturing plant. The cost of one copy of such an aircraft is approximately thirty million US dollars, but may vary depending on its configuration.

First flight

The novelty made its debut (test) flight a week after the presentation - on April 28, 2010. The ship took off from the territory of the Kyiv factory airfield, after which it successfully landed in Gostomel (Kiev region). Then the pilots raised the plane to a height of 8600 meters. According to the testers, the model was highly stable and excellent handling at all tested heights. The crew members did not make any remarks on the results of the flight.

Certification

At the stage of flight tests, absolutely all passenger aircraft are checked for compliance with actual flight data and design characteristics in various operating conditions. "An-158" was no exception. This is not surprising, because the relevant certificates, giving the right to the commercial use of aircraft, can only be obtained based on their results. Typically, the testing and certification process takes about four years. In the case of this aircraft, this time was significantly reduced, because only new characteristics were tested, which were not borrowed from the An-148. As a result, on February 28, 2011, the certification of the novelty was completely completed.

The model can boast of having certificates of the aviation interstate committee of the countries that are part of the CIS, as well as the state Ukrainian aviation administration for full compliance with the AP-25 rules. In addition, the ship has documents giving the right to operate it on American and European lines for the transportation of 86 passengers over a distance of up to 3,100 kilometers and 99 passengers - over a distance of up to 2,500 kilometers. Among other things, the car is certified in the ICAO category, where it received an IIIA rating, which means that it can take off and land in difficult meteorological conditions. Here, the decision-making height is at around 30 meters, and the visibility on the runway is 200 meters.

Appearance

As mentioned above, the An-148 modification became the base for the airliner. This is also related to the external similarity of the two models. Due to two additional sections, the total length of the fuselage has increased. The first of them has a length of 1150 millimeters and is located in the bow, and the second, 550 millimeters long, is located immediately behind the center section. As a result, the silhouette of the An-158 aircraft is more graceful. The total length of the airliner is 34.36 meters, while the height of the vessel is 8.6 meters.

It should be noted that the basic version of the aircraft allows you to upgrade it into a variety of options, depending on the tasks that are planned to be performed due to it. In particular, it is possible to create military transport, cargo, cargo-passenger, sanitary and other modifications of a specialized purpose based on the model.

Chassis and fenders

The novelty did not need to strengthen the chassis. This is due to the fact that the largest takeoff weight of the airliner has not changed compared to the previous version. It is similar to the An-148-100E aircraft and is 43.7 tons. Along with this, it should be noted that the increase in the maximum possible number of passengers carried due to the lengthening of the hull led to a decrease in the practical flight range by about 400 kilometers.

The An-158 aircraft received a significantly modernized wing. Thanks to the installation of end aerodynamic surfaces on it, the amount of fuel consumption by the airliner has decreased. As for the tail unit, it is distinguished by a T-shaped design. The wingspan is 28.91 meters, and its area is 84.32 square meters.

Specifications

The An-158 model uses two D-436-148 turbojet engines, which were built by Motor Sich and provide thrust, which is 6730 kilograms, as a power plant. The development of these units was carried out by the Zaporozhye Design Engineering Bureau "Progress". The cruising speed of the vessel is 820 km/h, while the maximum speed is 870 km/h. The car consumes an average of 1650 kilograms of fuel per hour. The flight ceiling is set at around 12,500 meters. The maximum distance this regional jet can fly is 3,100 kilometers. The maximum takeoff weight of the vessel is 43,700 kg, and the payload mass is 9,800 kg.

cockpit

The crew consists of two people. The cockpit is equipped with a complex of modern avionics, which includes five modern multifunctional displays with liquid crystal indicators. They are designed to control all onboard units and systems, and also display all the necessary flight information. All systems, maintenance, management and operation of the vessel are strongly unified under its predecessor - the An-148 model. In this regard, these passenger aircraft (the photo is a vivid confirmation of this) are very similar not only externally, but also internally. This feature is quite convenient, since there is no need to additionally train pilots for the new modification, as well as ground personnel who perform routine maintenance.

Operating Capabilities

Separate words deserve in the An-158 airliner the characteristics of its operational capabilities. In particular, the machine can perform air travel both during the day and at night, even in a rather difficult meteorological situation. This includes even the conditions of natural icing, when the air temperature is at around -30 degrees Celsius. In general, the aircraft is designed for temperatures ranging from -55 to +45 degrees. For take-off and landing, airfields are suitable, which are located at altitudes from -300 to +3000 meters above sea level. The possibility of operating the model in such conditions was proved after a series of tests. In particular, in February 2011, the machine made 16 flights in Iran, and in November 2013, it was tested at the high-altitude airfields of Bolivia and Ecuador.

Customers

The An-158 aircraft in our time occupies a worthy place in the market of regional airliners. The first serious order for the model came from Panama in the summer of 2011. Then a contract was signed for the supply and further after-sales service of twenty cars. In April 2013, the Cuban aviation company Cubana de Aviacion purchased three aircraft of this model, after which it placed an order for three more copies. In general, air carriers from Latin America, Africa, Asia, as well as Russia and Ukraine announced their intention to purchase more than a hundred An-158 vessels.

Currently, Antonov Design Bureau engineers are actively working to improve the level of comfort for passengers and crew members. In addition, the possibilities and prospects for the construction of cargo and specialized versions of the airliner, capable of performing a variety of tasks of military transport or civil aviation, are considered.

The An-148 aircraft crashed in the Voronezh region, RIA Novosti reported on March 5 in the Federal Air Transport Agency. According to preliminary data, two pilots were killed.

An-148 is a short-haul passenger aircraft. Its development began at the ASTC im. O.K.Antonova (Ukraine) in 2001. The designers, having considered numerous options, abandoned the idea of ​​​​modernizing old models and decided to design a completely new aircraft. Partners in the development of the An-148 Antonov company were 240 enterprises from 14 countries.

Ukrainian: "Southern Machine-Building Plant", OJSC "Motor-Sich", CJSC "UkrNIIRA", Research Institute "Buran", OJSC "Aviacontrol", Kharkov Aggregate Design Bureau, JSC "Ukranalit", CJSC "Elektronprilad";

Russian: OJSC "Aviapribor-Holding", Moscow Institute of Electromechanics and Automation, OJSC "Ulyanovsk Instrument Design Bureau", United Aircraft Instrument Consortium, OJSC AK "Rubin", OJSC "Teploobmennik", OJSC "Aero-electromash", OJSC "Techpribor";

French: Deutch, Filotex, Thales, LIEBHERR; Crouzet Automation;

German: Litef, Goodrich Hella Aerospace, Hawker, PALL Corporation, Monogram System;

American: Rockwell Collins, ASCC;

English: Raychem, Dunlop Aircraft Tires Limited.

As a result of joint work, a family of twin-engine jet regional aircraft An-148 was created. They are designed for passenger, cargo-passenger and freight traffic on regional and main lines.

In March 2002, production of the first three prototypes began in Kyiv. Preparation for serial production began in 2003 at the aircraft factories in Kharkov and Voronezh. In September 2004, the first prototype was completed in Kyiv. On December 17, the plane took to the skies for the first time. Tests of the An-148 continued until December 6, 2006.

An-148 is built according to the aerodynamic scheme of a cantilever high-wing aircraft with a moderately swept wing, which provides a higher level of engine and wing protection from damage by foreign objects compared to other airliners.
The aircraft is capable of taking off from airfields located at an altitude of 1.5 km above sea level and landing at almost any airfield: poorly prepared, pebbly, unpaved, icy and snowy.

The fuselage of the aircraft is all-metal type semi-monocoque of round section. Chassis retractable, tricycle with nose strut. The power plant consists of 2 turbojet bypass engines D-436-148, located on pylons under the wing, and an auxiliary power unit AI-450MS. The D-436-148 engines, mass-produced by enterprises in Ukraine and Russia, are equipped with automatic control and monitoring systems that optimize its operation in all flight segments, increase reliability, and reduce fuel consumption and maintenance costs. Engines meet all modern requirements of ICAO and Eurocontrol.

The presence of an auxiliary power unit, an on-board system for recording the state of the systems, as well as a high level of serviceability and reliability make it possible to use the aircraft of the family at almost any airfield, including those that are significantly remote from the permanent airfield. Thanks to the location of the underground cargo compartments, convenient in height, the use of special ground means is not required when loading and unloading luggage.

Modern flight and navigation and radio communication equipment, the use of multifunctional indicators, fly-by-wire aircraft flight control systems make it possible to use the An-148 on any air routes, in simple and difficult weather conditions, day and night, including on routes with high flight intensity with a high level of comfort for the crew. The onboard radio electronic equipment (avionics) complex provides for the possibility of landing in conditions that comply with the standards I, II and III A of ICAO categories.

The cockpit is equipped with LCD displays that display information about the operation and parameters of all aircraft systems, texts of emergency, warning and notification signals with recommendations for parrying situations that have arisen. Electric remote control system.

The aircraft is designed as a single digital information complex. All engine systems and aircraft equipment are combined into a single digital complex. In practice, this aircraft is a flying supercomputer.

The on-board video surveillance system installed on the AN-148 allows the crew to conduct continuous video surveillance of the situation in the passenger compartments and in the service areas of the aircraft.

The comfort of the An-148 passenger cabin corresponds to the level of comfort of the most modern long-haul aircraft. This is achieved by the rational layout and composition of service rooms, ergonomic optimization of the common and individual spaces of the passenger cabin, the use of modern seats, interior design and materials, as well as low noise levels. An infotainment system is installed in the passenger cabin, and it is possible for passengers to use mobile phones and the Internet during the flight. Hand luggage can be placed in lockable luggage racks. In terms of volume, these regiments (total volume - 4.2 cubic meters) are the largest in the class of regional and short-haul aircraft. The total volume of the baggage and cargo compartments of the aircraft located under the floor of the passenger compartment and in the tail of the liner is 14.6 cubic meters. m.

An-148 also provides for a set of aviation security measures. The aircraft is equipped with: bulletproof doors; communication devices for the crew and flight attendants; video surveillance system; a place to store weapons and ammunition; disguised approaches; anti-theft devices; a special place for placing suspicious items found on board the aircraft.
An-148 has a wingspan of 28.91 m, length - 29.13 m, height - 8.19 m, cruising speed - 800-870 km / h, cruising altitude - 12200 m, crew - 2 + 2 (3) person.

There are several modifications of the An-148: An-148-100A - for 68-85 passengers with a range of 2000-3000 km, An-148-100B with a range increased to 3600 km, An-148-100E, capable of traveling 5100 km without landing, An-148-200 (An-158), designed to carry 99 passengers at a distance of up to 2500 km.

The material was prepared on the basis of information from open sources