“Iron Butt”, “Kerosene Fighter” and “Small Cod” - all these unflattering nicknames refer to the small Yak-40 aircraft. It “earned” the first because of its small size compared to large passenger airliners and strong smoke, the second because of its high fuel consumption, and the third because of its name in the NATO codification system. However, the Yak-40 is the world's first short-haul jet airliner.
A reliable machine that can take off even if one of the 3 engines fails, and fly horizontally even on one engine and land on a dirt or grass airfield.
History of creation
Before the appearance of the Yak-40, piston aircraft and aircraft with turboprop engines were used for local air transport: Li-2, Il-12, Il-14. But by the mid-60s they were already outdated - the Soviet Aeroflot needed more advanced machines.
The official start date for work on the jet airliner is May 15, 1965. The design was entrusted to the design bureau of A. Yakovlev, which until that moment had exclusively developed military aircraft.
In the fall of 1966, the Yak-40 prototype took off into the sky.
A fairly eminent and competent group of leading designers, engineers and test pilots worked on the creation of this aircraft, which also affected the final result.
Historical information about the creators of the aircraft
Yakovlev Alexander Sergeevich. Aircraft designer of the USSR, founder of Soviet aircraft modeling and gliding. He graduated from the N. E. Zhukovsky Air Force Academy, during which he headed the design work on the AIR-1 - AIR-8 aircraft.
In 1956 he was appointed general designer of the OKB, where he worked in this position until 1984.
Under the leadership of S. A. Yakovlev, over 200 types of aircraft and their modified versions were created. He was one of the first to design aircraft (aircraft) with jet engines.
The first vertical take-off and landing aircraft were also created by this brilliant Soviet designer; later these developments served to create the world's first supersonic vertical take-off and landing fighter, the Yak-141 or Freestyle (according to NATO codification).
Adler Evgeniy Georgievich. Aircraft designer of the USSR. He worked at the A. S. Yakovlev Design Bureau, first as a technician, then as a design engineer, and was later transferred to the position of leading engineer and then deputy chief designer.
For 3 years he led a team at the Design Bureau of V.V. Kondratiev and P.O. Sukhoi. E. G. Adler took part in the creation of Su-7 and Su-9 fighters. He supervised the development of the Yak-40, as well as its construction and fine-tuning.
Mukhin Valentin Grigorievich. Between 1957 and 1989 worked as a test pilot at the A.S. Design Bureau. Yakovleva: tested prototypes such as the Yak-36 vertical take-off and landing aircraft, the Yak-30 jet sports aircraft, the Yak-28I jet interceptor, and the first turbo-engine airliner Yak-40.
Participated in testing combat, passenger, sports aircraft, as well as their modified versions. He retired with the rank of major general of aviation.
Alexander Alexandrovich Shcherbakov. He worked as a test pilot for more than 30 years. Specialization: critical and extreme flight modes, namely spin tests to determine the spin qualities of an aircraft, control at the maximum speed, altitude and angle of attack, strength tests, in-flight research into the causes of accidents.
A. A. Shcherbakov conducted spin tests on 22 types of aircraft, including the Yak-40 prototype.
Interesting
A spin is the movement of an aircraft downward in a vertical spiral of small radius at high angles of attack.
In 1916, pilot K.K. Artseulov for the first time deliberately put an aircraft into a spin and brought it out of it. After which the corkscrew as an aerobatics maneuver was introduced into the pilot training program.
Modifications:
- Yak-40 prototype. The series was represented by 6 aircraft. There are 8 portholes on each side. The air intake of the central engine is straight. The reversing-brake device flaps were not provided on this engine.
- Yak-40 (1st series). The machines of this and subsequent series were structurally different from each other and from the experimental ones. Starting with this series, the air intake with a slope was attached to the ridge. Passenger seats - 24.
- Yak-40 (2nd series). A reversing-braking device was installed on the central motor. Seats for passengers - 27.
- Yak-40 (3-series). The engine nacelles of the 1st and 3rd engines were shortened. Passenger capacity – 32.
- Yak-40 (Salon version). Aircraft were produced with 1st and 2nd class cabins. The premium class was designed for two compartments for passengers, one compartment had 6 seats, the second - 5. In addition to the toilet, the passenger compartment was provided with a wardrobe and a kitchen equipped with everything necessary. For accompanying personnel there is a trunk, a toilet and also a dressing room. In addition, the aircraft was equipped with additional communication equipment. Export versions had 2nd class cabins with 16 seats for passengers.
- YAK-40D. This is a modified version for long-haul flights.
- YAK-40DTS. A variant of the aircraft intended for use in military transport aviation; an evacuation point could be deployed on the base of the aircraft to transport the wounded.
- Yak-40 "Aqua". Research laboratory based on the Yak-40. Her tasks included studying the atmosphere.
- Yak-40 "Liros". The ceiling of this flying laboratory was 9 thousand meters. The main task is to study weather conditions and collect and process information about the nature of phenomena and their sequence.
Among the Yakov family there are also flying laboratories: Yak-40 Storm, Yak-40 REO, Yak-40-25, Yak-40 Phobos.
Silver cigarette butt. To the 52nd anniversary of the first flight of the Yak-40
In 1962, A. S. Yakovlev proposed to develop a 20-seat Yak-40 passenger aircraft with three R19-300 engines with a thrust of 1150 kgf. It should be noted that following this, the S.V. Ilyushin Design Bureau proposed the Il-70 project with four R19-300 engines, “more profitable from a national economic point of view,” according to the Civil Air Fleet. It must be said that the military gave a sharply negative opinion on the Il-70. It said, in particular: “The Il-70 aircraft proposed for construction will not have fundamental and decisive advantages compared to the An-24 and Tu-124 aircraft already in mass production, and therefore it is irrational to build another type passenger aircraft."
But the leadership of the Civil Air Fleet had their own ideas for an aircraft of this class. In a letter to the Deputy Council of Ministers of the USSR D.F. Ustinov dated January 18, 1963, the head of the Civil Air Fleet Main Directorate E. Loginov noted, in particular:
“In terms of the number of seats and takeoff and landing characteristics, the Yak-40 aircraft meets the technical requirements of the Civil Air Fleet. However, when studying this proposal, it was found that the complex of equipment for flights in adverse weather conditions was not taken into account, the cabin layout did not provide the necessary luggage space, and there was no wardrobe for passengers’ outerwear.
Elimination of these shortcomings would lead to an increase in the size and weight of the aircraft, which, in turn, would affect the deterioration of take-off performance and the overall efficiency of the aircraft.
Since there were no other proposals for the creation of a 20-25-seater aircraft and experiencing an urgent need for an aircraft of this type, Aeroflot considered the proposals of Comrade. Yakovlev as a possible option for implementing the resolution of the CPSU Central Committee and the USSR Council of Ministers. But due to the fact that a more profitable solution to this problem from a national economic point of view has emerged by building the Il-70 aircraft, the Civil Air Fleet naturally supports this last proposal and asks Comrade to implement the project. Ilyushin."
In the same 1963, they worked on a version of the Il-70 with four AI-25 engines, which fully met Aeroflot’s requirements. The plane could carry up to 25 passengers at a speed of 600 km/h, while the required length of the unpaved runway did not exceed 700 meters.
Following this, in September 1963, the Main Directorate of the Civil Air Fleet considered Yakovlev’s proposal to create a vertical take-off aircraft, the Yak-40, which turned out to be very attractive to Aeroflot. According to calculations, with three boosted main engines R19-300 with a thrust of 1200 kgf each and six lifting RD36 engines, the aircraft could carry up to ten passengers at a cruising speed of 500-550 km/h over a distance of up to 600 km.
Taking off with 20 passengers using the short take-off mode required a runway just over 100 meters long. During a normal takeoff run, a plane with 24 passengers could fly at a speed of 600–650 km/h for a distance of up to 600 km. At the same time, the required runway length did not exceed 600 meters.
In 1963, O.K. Antonov was instructed to improve the takeoff and landing characteristics of the An-24, and G.M. Beriev was assigned to develop a preliminary design of an amphibious aircraft for local airlines with domestic engines, and there were no plans at GKAT to create jet aircraft in these design bureaus there was none for local airlines.
Meanwhile, the development of the Yak-40 VTOL aircraft continued for some time, but in accordance with the August 1964 Resolution of the Central Committee of the CPSU and the Council of Ministers of the USSR, OKB-473 of O.K. Antonov and OKB-49 of G.M. Beriev began the joint development of a regional 24-seater passenger aircraft designated An-Be-20. The mini-liner was designed for three AI-25 turbojet engines located in the rear fuselage.
At the same time, a similar task was issued to OKB-115. In accordance with the order of the GKAT dated September 9, 1964, OKB-115 was ordered to begin developing working drawings of the aircraft and equipment with parallel refinement of the layout. The same document proposed to plant No. 475 to build six copies of the Yak-40. It follows from the GKAT order that by the fall of 1964, OKB-115 already had a mock-up of the Yak-40.
In 1965, a model of the An-Be-20 was built in Taganrog and a preliminary design of the machine was presented to the Ministry of Aviation Industry, formed in place of the GKAT. There is a lot of unknown in the history of this car. Because of its similarity with the Yak-40, a legend was born about the transfer of documentation for the An-Be-20 to the Yakovlev Design Bureau. However, so far there have been no witnesses who have even seen the An-Be-20 model in Moscow, and the Yak-40 model was built a year earlier.
Layout of An-Be-20
All the rumors and speculation that are still circulating around both projects have not received documentary confirmation. Evgeniy Adler, who at one time led the Yak-40 project, did not even know about this. As for the design of the aircraft, the similarity should not be surprising, since technology develops according to its own, unwritten laws. In those years, the three-engine design incorporated in the An-Be-20 and Yak-40 passenger aircraft designs was considered the most progressive, since it guaranteed continued flight even when two engines stopped. Thus, the only conclusion that arises, confirmed by the order of the GKAT dated September 9, 1964, is that in Moscow, when creating the Yak-40, they went their own way.
The development of the Yak-40 was carried out, as already mentioned, since 1962, but officially began on May 15, 1965, after the appearance of the corresponding order of the Minister of Aviation Industry, in turn, based on Resolution of the Council of Ministers of the USSR No. 356–126, signed two weeks before before. The government document stipulated the deadline for presenting the vehicle for joint state tests in the fourth quarter of 1966.
By this time, the State Scientific Research Institute of Civil Aviation already had a conclusion on the preliminary design of the Yak-40, and on July 19, the customer was presented with its mock-up, but it was approved only in December, after the comments of the commission of the Ministry of Civil Aviation (MCA) and the Air Force were eliminated, when in the workshops of the pilot plant the OKB was in full swing The construction of the first aircraft was underway.
Direct technical supervision of the work on the creation of the Yak-40 was first carried out by M. Bendersky, then by S. Kulagin, but the greatest difficulty before the start of certification tests fell on the shoulders of Deputy Chief Designer E. G. Adler. The leading engineers for the machine were R. S. Petrov and M. A. Shcherbina.
The first prototype of the Yak-40 was built in July 1966, and on October 21, the aircraft with registration number USSR-1966, piloted by MMZ “Speed” test pilots A.L. Kolosov and Yu.V. Petrov, made its first flight.
Prototypes of the Yak-40 aircraft at the airfield
The following year, the second (pre-production) Yak-4 °SSSR-1967 took off, and before the start of state tests, the vehicle was put into mass production at the Saratov Aviation Plant in cooperation with the Smolensk Aviation Plant. In the same year, the Yak-40 was demonstrated at the next aviation and space show in Paris.
In October 1966, exactly on time set by the Government, the prototype aircraft was transferred to the State Scientific Research Institute of Civil Aviation for the first stage of joint state tests. General L.V. Zholudev was appointed Chairman of the State Testing Commission, and two months later the vehicle was transferred to the State Scientific Research Institute of Civil Aviation for the second stage of joint state testing. However, they began only in August in connection with the preparation of the aircraft for the Paris Aviation Exhibition and the parade in Domodedovo in the summer of 1967.
The third prototype aircraft was assembled in Saratov, and the crew of factory test pilot A. M. Isaev flew it. As Vladimir Kazakov said in the book “White Wings”, this Yak-40 was quite significantly different from the serial “Yaks”. Its fuselage was not pressurized - individual oxygen masks hung in the cockpit. The fuel supply was only enough for short routes. The plane had a special escape hatch in case the crew got into a critical situation and was forced to leave the plane in the air.
At the second stage, which ended in September 1968, in addition to the experimental one, the first four pre-production Yak-40s were tested. As follows from the act on the results of state tests, approved on September 30, “the passenger <…> Yak-40 with three AI-25 engines and serial special equipment passed joint state tests and is recommended for acceptance for supply to the MGA after work has been carried out in accordance with list No. 1..."
In August 1967, 200-hour state tests of the AI-25 engine were completed. During operational tests, five engines worked out a 500-hour resource, which was installed on the AI-25. Operational tests were carried out on four Yak-40s from May to August 1968 under regular airline flight conditions.
During the tests, the aircraft demonstrated excellent take-off characteristics, but their mileage against this background left much to be desired. From a variety of measures, including placing a braking parachute on the aircraft, we chose a device for reversing the thrust of the central engine, proposed by E. G. Adler. Tested on one of the prototype aircraft, this device received registration on production aircraft.
In March 1967, test pilots Yu. V. Petrov (OKB) and V. N. Esgeim (Saratov Aviation Plant) flew the first two production Yak-40s, which were distinguished by beveled air intake shells of the central engine, which, according to specialists from leading MAP institutes, improved the uniformity of air flow entering the engine, and shortened engine nacelles of the side engines. In addition, a thrust reverser device appeared on the central power plant.
The high thrust-to-weight ratio of the Yak-40, combined with a thrust reverser and a landing gear with very soft shock absorption and wheels of relatively large diameter, allows the aircraft to be operated from very short runways, including unpaved ones.
At that time, the Yak-40 had an effective air-thermal anti-icing system, an autopilot and modern flight navigation equipment, and a Groza weather radar.
Initially, the aircraft was produced in a 24-seat version with a flight weight of 13,700 kg. In this form, on September 30, 1968, after completion of operational tests, the Yak-40 performed its first regular flight with passengers. On August 13 of the same year, the Yak-40 performed its first operational flight from Moscow Bykovo airport to Kostroma, and on December 2 the first regular flight from Bykovo to Krasnodar took place.
A year later, the 27-seat Yak-40 (take-off weight 14,700 kg) appeared, and in 1973 - an aircraft with a cabin designed for 32 passengers and an increased pressure drop, which made it possible to increase the flight altitude to 8100 meters. In this case, its flight weight increased to 16,100 kg.
In the summer of 1970, after a demonstration of the Yak-40 in Switzerland, a report was shown on television - a parade of aircraft. The small, lightweight cars roared their engines so loudly that the spectators covered their ears. A Swedish television cameraman used an original technique: he showed a close-up of a boy who covered his ears with his hands every time another plane flew over him. And our Yak-40 flew by, and the boy did not close his ears, but only followed with his eyes. Comments, as they say, are unnecessary.
Since 1975, cargo and passenger aircraft with a commercial load of up to 3200 kg and administrative versions of the aircraft have been produced.
The appearance of the Yak-40 was accompanied by a powerful advertising campaign. After France, the mini-airliner performed demonstration flights to Sweden, Japan, then to Afghanistan, India, Pakistan, Burma, European and Latin American countries. The result of these tours were contracts signed by the foreign trade association Aviaexport with Afghanistan, Bulgaria, Italy, Poland, Germany, Czechoslovakia and Yugoslavia. France, Canada and especially the USA showed interest in the car.
In 1976, the crew of test pilot V. Mukhin, at the request of Canadian airlines, completed 100 flights in almost a month and a half. At the same time, the Yak-40 crossed the country from the Atlantic to the Pacific Ocean. And in each demonstration flight, a Canadian pilot, a representative of one or another airline, sat next to the Soviet pilot.
Cabin of the Yak-40 aircraft
It is not surprising that after this rave reviews appeared in the Yak-40 logbook. Thus, chief pilot M. Bleiman, and Major of the Canadian Air Force S. Duer stated that this is “not an airplane, but the dream of any pilot.”
However, for widespread operation of the Yak-40 abroad, the main thing was missing - a certificate of compliance with US airworthiness standards FAR-25 and English BCAR. This was the first time the USSR encountered this problem. The difficulty was that radio engineering and flight navigation equipment, electrical wiring, finishing panels and even carpets on the floor did not meet these standards, and therefore were not subject to certification. For cars intended for export, a lot had to be purchased abroad. But that's not all.
To obtain an airworthiness certificate, it was necessary to conduct additional flight tests for flutter, stall, stability and controllability, and make a comprehensive assessment of the reliability of aircraft systems and flight safety.
Foreign standards also required the installation of additional equipment on board the aircraft, in particular, an engine thrust indicator appeared on the pilots’ dashboard, supplementing their speed indicators. The Yak-40’s path to foreign airlines also went through the certification of an aircraft plant and related enterprises, and, you see, it was not easy to do this in Soviet times, when the “Iron Curtain” existed.
The management of the Yak-40 certification was entrusted to A. A. Levinskikh, formerly one of the leading specialists of the Air Force Scientific Testing Institute.
In a short period of time, not only the necessary tests and production certification were carried out, but evidentiary documentation was prepared on the aircraft, its systems and power plant, and manuals for flight operation and repair of the aircraft were developed.
The significance of this for the domestic aircraft industry cannot be underestimated, since the certification of the Yak-40 according to international standards served as the reason for the creation of domestic aviation rules AP-25 and opened the way for subsequent types of domestic airliners to foreign airlines.
The first country to purchase the Yak-40 was Italy, where in 1972 the vehicle received the airworthiness certificate required to begin commercial operation and was used in aviation. In the autumn of the same year, an airline opened connecting Rome with Ciampino and with Villanova d'Albegna (Savona), which was served by Yak-40s. One of the Yak-40s, piloted by an Italian crew, made a demonstration flight from Rome to Australia.
The OKB, together with the foreign trade association Aviaexport, was actively involved in advertising the aircraft. For example, for about three months, starting from January 25, 1972, the Yak-40 (board USSR-87791), piloted by a crew led by test pilot A. Kolosov, made demonstration flights in Latin American countries. The Yak-40 was seen over the top of the highest active volcano on the planet - Cotopaxi in Ecuador and near the sacred lake of the ancient Peruvians Titicaca. The flight route also passed through cities in Argentina, Bolivia, Brazil, Venezuela, Colombia, Uruguay and Chile. As a result, 130 (or 125?) Yak-40s were delivered to 18 countries.
A few years later, A. S. Yakovlev will say: “The Yak-40 was specially created as a simple aircraft that does not require maintenance on the ground, bringing with it to local lines the high speeds and comfort of the era of jet aviation.” Time has fully confirmed the words of Alexander Sergeevich, and the aircraft was constantly being improved.
During the modernization of the Yak-40 in 1980–1990, it was possible to increase its range to 2,500 km by increasing the fuel supply, and to maintain the payload, the take-off weight of the vehicle was increased to 17,200 kg. At the same time, a certificate was obtained for compliance with the requirements of Chapter 3 of ICAO Annex 16 on local noise.
On the basis of the passenger aircraft, a convertible version of the Yak-40K with a large cargo hatch was created. Czechoslovak pilots set 12 world records using this machine in 1979–1980. In 1999, the Yak-40K received the corresponding certificate in Romania, and the Italian Yak-40s are also being modernized.
In 1992, negotiations were held with the American engine manufacturer on the development of a twin-engine version of the Yak-40TL aircraft with a LF507-1N turbofan engine with a thrust of 3180 kgf and avionics. It should be recalled that this was the second attempt at joint work between American companies on the Yak-40. Americans first became interested in the Soviet aircraft in the late 1960s, since there were no passenger aircraft for local airlines abroad, including in the United States. The Yak-40 in those years was, by today's standards, a breakthrough product. The Americans then wanted to take a ready-made glider and equip it with their own engines and equipment, but something prevented them.
On the basis of the passenger aircraft, the Yak-40DTS airborne transport and ambulance aircraft, the Yak-40 “Kalibrovshchik” aircraft for testing the operation of ground radio beacons, the Yak-40 “Aqua”, “Liros”, “Meteo”, “Phobos” flying laboratories were also created. "Storm", various options for research and testing of electronic equipment and Yak-40/M-602 - for testing the Czechoslovakian M-602 engine.
The Yak-40 was mass-produced until 1981. A total of 1011 aircraft were built, of which 125 were for export.
At the turn of the 20th and 21st centuries, the Yak-40 became very popular among the “new Russians”. The long range, reaching 2500 km, combined with high speed and VIP interior, reliability and economical operation makes the Yak-40 almost ideal for business people. But tragedies happen to them too.
The death on March 9, 2000 of journalist, president of the Top Secret holding Artem Borovik, head of the Alliance group Ziya Bazhaev and seven other people received great resonance in the country. This happened on March 9 at Sheremetyevo-1 airport. The Yak-40D belonged to the Vologda Aviation Enterprise.
Fragment of the cockpit of the Yak-40 aircraft
It was initially believed that the plane crashed due to icing on the flaps. However, according to press reports citing MAK, the cause of the disaster was not only the weather, but also the human factor, although the crew of the Yak-40D was considered one of the best. Despite the fact that the aircraft commander, Sergei Yakushin, was an instructor pilot, this did not stop him, and apparently more than once, from violating the Aircraft Flight Manual. According to the IAC, the crew made an erroneous decision during takeoff to use a “non-standard” flap position that was not provided for in the instructions. The version of icing has never been confirmed, although it is not excluded, and the conclusions of the emergency commission are very doubtful; it seems that the human factor was at work here too. Only one thing is clear - the plane is not to blame.
One of the last tragedies associated with the Yak-40 occurred on January 13, 2004 and almost led to a ban on the operation of aircraft of this type in Uzbekistan. On that day, near the Tashkent airport, a plane flying from Termez to Tashkent crashed during landing. While landing, the plane touched the landing gear of the runway and then collided with the concrete fence of the airport, falling into the Kara-Su water canal.
As a result of the collision, the plane caught fire, killing 32 passengers and 5 crew members. The investigation into this tragedy showed that all the aircraft's systems functioned normally, and that it was caused - once again - by human error.
At the beginning of the 21st century, the wing consoles were modified at the Smolensk Aviation Plant to accommodate two additional fuel caissons, which made it possible to increase the fuel supply to 6000 kg. At the same time, the aircraft were equipped with a centralized fuel refueling system with a discrete fuel meter to measure the amount of kerosene in the console tanks. All this contributed to increasing the non-stop flight range of the Yak-40 to 2500 km.
The Yak-40 is considered one of the most reliable and easy-to-use aircraft in its class. It has only one drawback - too much fuel consumption, twice as much as the ATR 42, but the cost per hour of flight is approximately the same. This is explained by the fact that for the Yak-40 it is much cheaper to maintain a high professional level of flight and ground crew, as well as cheaper spare parts, not to mention the technology of maintenance and repair that has been proven over the years.
Nikolay Yakubovich
| Wingspan, m | 25.00 |
| Aircraft length, m | 20.36 |
| Aircraft height, m | 6.50 |
| Wing area, m2 | 70.00 |
| Weight, kg | |
| empty plane | 9400 |
| normal takeoff | 16100 |
| Internal fuel, kg | 3000 |
| engine's type | 3 Progress turbofan engine (Ivchenko) AI-25 |
| Thrust, kN | 3 x 14.71 |
| Maximum speed, km/h | 600 |
| Cruising speed, km/h | 475-510 |
| Practical range, km | 2000 |
| Range when fully loaded, km | 800 |
| Practical ceiling, m | 12300 |
| Crew, people | 2-3 |
| Payload: | 32 passengers or 2720 kg of cargo |
At the end of November 2016, a Yak-40 aircraft in a twin-engine configuration took off in Novosibirsk. It was a flying laboratory for conducting flight design tests and testing the remotorization of the existing fleet of Yakovlev regional aircraft, which are in storage and could still fly on commercial airlines. The concept of remotorization of Soviet-made aircraft is being implemented by the largest research and testing base of the aviation and space industries - the Federal State Unitary Enterprise Siberian Research Institute of Aviation named after. S.A. Chaplygin" (SibNIA) (part of the Scientific Research Center "Institute named after N.E. Zhukovsky").
The essence of the Yak-40 modernization program is to refine the aircraft by replacing the AI-25 power plant with an engine of the TFE731 family manufactured by Honeywell (formerly Garrett). The main tasks of the new stage of testing the re-engined Yak-40 aircraft are to obtain additional information and collect statistics.
According to the unofficial aircraft registry Russianplanes.net, as of September 1, 2022, there were 420 Yak-40 aircraft in storage. According to SibNIA, more than 120 aircraft of this type have a service life of up to 10 years or more - these are the same “Yaks” that can be modernized and their flight life extended.
The power plant will consist of two TFE731-5BR engines with a thrust of more than 2100 kgf each; there are no suitable Russian-made engines for a light turbojet passenger aircraft yet, but in the future there may be options if the existing engines are modified by UEC. The fuel efficiency of the STR-40DT aircraft will be 15-20% higher than that of its closest analogues, for example the Falcon 900 aircraft.
The capacity of the STR-40DT will be 19-32 passengers; if necessary, it is possible to increase the volume of the passenger cabin of the new aircraft to 35 seats; it is assumed that the aircraft will carry out air transportation on local airlines. It is not yet being considered as a business jet.
Main technical characteristics of STR-40DT:
- empty weight - 6500 kg
- maximum weight - 13000 kg
- number of passengers - 19–32 people
- flight range - 4000 km
- flight altitude - 9500-10000 m
- run - 800 m
- mileage - 600 m
- load capacity - 3200 kg
- cruising speed - 650-700 km/h
- fuel consumption - 500-550 kg/h
Yak-40 design
The aircraft was developed primarily for transporting passengers over short distances: from several tens to 200–500 km.
Since not many of the runways of local airlines in the USSR were well-maintained concrete areas, the design of the aircraft was designed for the possibility of its operation on unpaved airfields.
Power point
The SU consists of 3 identical AI-25 turbojet engines with a take-off thrust of 1.5 tons each. They are equipped with an anti-icing system. Each engine has a two-shaft design with an 11-stage compressor, an annular combustion chamber with a dozen injectors, a 3-stage turbine and a jet nozzle.
Thanks to the two-stage (two-shaft) circuit, it became possible to start the engine with a low-power starting device - an air starter.
Kerosene T-1, TS-1, RT is used as fuel.
AI-9 - an auxiliary gas turbine engine is used to supply compressed air to the air systems for starting aircraft engines. At low temperatures it was used to heat the interior.
The power plant is located at the rear. The central motor has a reverse - a device for creating reverse thrust, which made it possible to reduce the run length.
Two engines are placed in nacelles on pylons at the rear of the aircraft, the third is located inside the tail.
Fuel enters the left motor and the starting motor from the left caisson, the right one from the right one, and the central one from both.
Thanks to its powerful power plant, the aircraft could take off from high-altitude airfields even in extreme heat.
Wing
Trapezoidal, straight, low-mounted, attached to the fuselage through a suspended bracket system, detachable consoles. It has developed mechanization; to reduce speed during takeoff and landing modes and to increase load-bearing force, the wing is equipped with 3-slot retractable flaps.
At the end of the consoles there are 2-section ailerons. There is no center section as a separate element. Fuel tanks with a capacity of 1500 liters each are located in the wing cavities. The total area of load-bearing surfaces is over 70 square meters. meters.
Tail
T-shaped, with the engine installed at the base of the keel. In the aft part, under the engine, there is a folding ramp, which serves as a ladder for loading and unloading mail and luggage. The control surfaces are not all-moving; there is a fixed keel and stabilizers.
Cabin
The cabin is located in the middle and rear sections of the fuselage; the nose section houses flight equipment and the cockpit. The controls are duplicated; both control positions are equipped with a full range of instruments and controls sufficient to control the aircraft.
In the transition between the cockpit and the salon there is a compartment for the flight engineer and navigator, if necessary.
Salon
The passenger cabin occupies the middle part of the fuselage. The size of the portholes is 30 cm.
The cabin is equipped with a ventilation and heating system.
There are shelves for luggage along the sides of the cabin and under the ceiling; in addition, an additional luggage compartment is located in the rear part of the cabin.
The plane has an equipped bathroom: toilet, water tank, washbasin.
Hydraulic system
Closed type. Working fluid – AMG-10. GS subsystems: main (OGS) and emergency (AGS). The first operates thanks to two pumps, the second - a pumping station.
Functions of the OGS:
- control the windshield wipers of the pilot's cockpit canopy (canopy is a transparent part made of plastic or glass);
- turn and brake the wheels, retract and lower the landing gear;
- control the flaps of the reverse brake system, flaps, and stabilizer.
AGS functions:
- provide parking braking of landing gear;
- release and retract the side ladder;
In an emergency:
- extend flaps;
- control the stabilizer;
- landing gear and braking.
Aircraft control system
Crew: commander and co-pilot. Each has a control column, a steering wheel, and pedals.
If necessary, control can be switched to automatic mode thanks to the AP-40 autopilot system.
The pilot controls:
- elevator;
- ailerons;
- rudder;
- trimmers.
Electrical equipment:
- primary (main, direct current) and secondary (alternating current) power supply systems;
- emergency power supply system from batteries;
In the main and emergency systems, the function of the negative wire is performed by the ship's hull.
Electronic equipment
The complex of radio engineering devices provides the ability to conduct two-way radio communication with other aircraft in the air and ground stations, determine the location of the aircraft, land the aircraft using instruments, and guide it to a radio beacon.
Avionics
The Yak-40 avionics consisted of an ARK-9 radio semi-compass, the task of which was to guide the aircraft and facilitate its orientation in space through radio signals from ground beacons.
The SP-50 course-glide landing system ensured the accuracy of the aircraft's orientation in space during takeoff and landing modes in difficult weather conditions.
In addition, the Yak-40 was equipped with a pair of radio stations of the Pero-11 type, and VHF radios "Lily of the Valley" or "Balkan" for short-range communication.
The radar equipment was represented by the Groza complexes and the transponder of the SO-69/70 type recognition system.
Fuel system
The vehicle is used to store the fuel supply in the required volume for the flight and to supply it to the power plant. In addition, it helps cool the oil in the engine. The caisson tanks are located between the nose boom and the wing spar.
Vehicle components:
- 2 caisson fuel tanks;
- fuel caisson drainage system;
- fuel supply system for AI-25 and AI-9 engines;
- fuel consumption meters;
- centralized filling system.
Chassis
In order for the Yak-40 to take off and land on unpaved airfields, the tricycle landing gear was equipped with soft shock absorption. The main struts are retracted into the wing, the front strut is retracted into the fuselage.
Equipment
Flight and navigation equipment allows flight day and night, in simple and difficult weather conditions and includes an AP-40 autopilot, a GMK-1G heading system, an LGB-ZK attitude indicator, a KI-13 magnetic compass, two ARK-9 automatic radio compasses, and a course and glide landing system SP-50, low-altitude radio altimeter RV-ZM. The radio communications equipment includes command radio stations "Pero-11" (R-860-11) or radio stations "Landysh-5" and "Balkan-5". The "Groza" weather radar has been installed. Export aircraft differ in the composition of flight, navigation and household equipment.
Aerodynamic design
A monoplane, or more precisely, a low-wing plane. The tail is T-shaped. The structure is made mostly of high-strength aluminum alloys. The fuselage type is semi-monocoque (the load-bearing parts are the body and additional power elements).
The Yak-40 is made according to a normal aerodynamic (classical) design, which assumes the presence of a horizontal tail (stabilizer) located behind the wing. The center of gravity is in front of the aerodynamic focus, which is necessary for static stability.
Interior layout
The Yak-40 is considered the simplest aircraft possible. The vehicle is designed for ground and flight personnel of average qualification. Unlike other airliners, the Yak 40 is reliable in operation. The aircraft takes off even if any of the three engines fails at a maximum speed of 546 km/h. The aircraft's wing is equipped with two consoles. Each of them has three sections with ailerons.
For the convenience of passengers, the salon is divided into two zones: the Main Passenger's cabin, the Main Hall, a relaxation area, a salon for accompanying persons and auxiliary rooms.
Note. Each salon is equipped with soft folding chairs and sofas
Exclusive furniture is made of genuine leather. For decorative elements, fittings were selected that are made of valuable materials. LED lighting is installed in the cabin.
The console design is quite strong and consists of two walls. But the design of the longitudinal walls is a channel beam, consisting of upper and lower chords and a wall supported by racks. The stringers are made of extruded aluminum T-section profiles. The wings of the aircraft have a cutout designed for a shock absorber strut. Thanks to the presence of large wheels, the pressure on the surface is significantly reduced. A photo of the modern interior of the Yak 40 looks like this:
What does the interior of the Yak 40 airliner look like?
Flight performance
In the 70s of the twentieth century, air transportation became widespread, including local flights.
In the USSR, as well as in the USA and many other countries, a new type of aircraft was needed.
In the Land of Soviets, this place was rightfully occupied by the Yak-40. In the USA, a competition was announced to create aircraft (aircraft) for local airlines (the production of DC-3 Dakota aircraft ceased as they had become obsolete, and the old aircraft had worn out).
The Americans planned to replace them by 1970, but all competitive projects were failures.
LTH:
- take-off weight – 16.1 t;
- cruising speed – 510 km/h;
- landing speed – 180 km/h;
- maximum flight altitude with passengers – 8.1 km;
- time to climb 6000 m – 16.1 minutes;
- take-off length – 715 m.
Engineers under the leadership of Yakovlev managed not only to create an unpretentious machine for domestic routes (which was ensured by operation on unpaved airfields, low take-off and landing speeds and a short range) but also with high cruising speed and reliability.
Aircraft cabin layout for one class of service
The aircraft is produced in two configurations, the Yak-42 passenger capacity per class of service is 120 people.
Let's see how the passenger compartment is arranged and determine the best and worst places. The entrance to the plane is in the tail; in case of an emergency, it has 6 more emergency exits. Bathrooms are located at the beginning of the salon and at the end. In the first row there is enough legroom for passengers, some will be able to stretch them out, but sitting here is not very comfortable, since the toilet is located close. Then there are 6 rows, and behind them a partition and 2 emergency exits. The backrests of the seats in this row do not fully recline. Accordingly, those sitting in the 7th row also have more legroom, but do not forget that there are emergency exits, and seats next to them are not sold to the following categories of passengers:
- disabled;
- children under 12 years of age;
- foreigners who know neither Russian nor English;
- for passengers with animals.
There are also two emergency exits located between rows 13 and 4. Accordingly, the seat backs of the 13th row do not recline.
The best and worst places
Based on the characteristics of the interior layout, the best seats on the Yak-42 are considered to be in the first, seventh and 14th rows. Here you can relax on the road, stretching your legs. Seats near the toilets, at the end of the plane, in those rows where the seats do not recline are considered bad. Accordingly, these are all seats in the sixth, thirteenth and twentieth rows. Near the toilets there are seats 19 C, D. It is especially bad to sit in the last 20 row, here, in addition to the fact that the seats do not recline, there are toilets in the back and the roar of the engines interferes with rest.
Cabin
Operation on internal lines
In October 1966, the first flight of the Yak-40 was carried out. Less than a year later, the plane began to be used as a passenger airliner. The first flight was Moscow-Kostroma; soon aircraft of this type began to be regularly used in various regions of the country.
In 1968, Aeroflot operated 11 aircraft in the airspace of the USSR; in 1972, 232 aircraft. By 1976, there were over 500 Yak-40 routes, and by 1980 their number increased to 669.
At the very beginning of the 80s, flights to Tajikistan were organized; they were particularly difficult: pilots had to fly between mountains and valleys.
Over the entire period of operation, Yak-40 aircraft carried more than 120 million passengers (data as of 2014).
At the end of 1991, Aeroflot had 543 aircraft, another 4 aircraft were at the disposal of border guards, one in the Air Force, 72 were assigned to various ministries of the USSR.
By 2014, the loss of Yak-40 aircraft due to plane crashes amounted to 113 aircraft. More than 70% of cases are attributed to accidents due to the fault of the flight crew, 18% due to equipment failure.
Only one aircraft was lost as a result of a terrorist attack that occurred in 1994. After the hostages and pilots were freed, the would-be hijacker blew himself up, resulting in severe damage to the plane.
Until 1991, they tried to hijack the Yak-40 8 times, and only once did the hijackers manage to escape with it outside the USSR.
Characteristics
Below are the main performance characteristics of the Yak-40 aircraft:
- crew – two/three people and one flight attendant;
- passenger capacity – 40, 36, 34, 31, 27 people (depending on modification);
- load capacity, kg – 3240;
- length, m – 20.36;
- wingspan, m – 25;
- height, m – 6.5;
- wing area, sq. m – 70;
- empty weight, kg – 13750;
- Max. take-off weight, kg – 17200;
- fuel mass, kg – 6000;
- power plant – 3 × AI-25 turbofan engines;
- auxiliary power unit - AI-9 GTD.
Yak-40 abroad
Since 1967, this Yakovlev Design Bureau aircraft has participated in air shows abroad many times. The vehicle attracted attention due to its reliability, compactness, relative ease of operation and ease of use over short distances. Moreover, it was purchased even in those countries where their own aviation industry was developed.
First, the aircraft received an airworthiness certificate in Italy, and a little later - in Germany. This is how the export of the Yak-40 to capitalist countries was established. Its deliveries were carried out to Asian and European countries and even to Cuba. During the period from 1970 to 1980, 125 units of various versions of the Yak-40 were sold to 18 countries.
Placement of seats of different comfort levels
Approximately 125 aircraft were delivered specifically for export. The passenger aircraft, with a height of 1.85 m and a cabin width of 2.15 m, accommodates approximately 37 passengers, of which 2-3 people belong to the crew. The cockpit is designed for two people: a commander and a co-pilot. If necessary, a third seat can be placed here. The canopy provides good visibility for both left and right pilots. The pitch of the economy class seat is quite roomy - about 75 (cm). The number of seats on the plane is from 27 to 40. Let's look at all modifications of the plane:
- Yak-40 (prototype). It was distinguished by a straight-shaped air intake.
- Yak-401 series. First release of the model.
- Yak-402 series. With reversible device.
- Yak-403 series. Reduced the length of the side engines.
- Yak-40-25. A flying laboratory that conducted experiments in the field of radio-electronic systems.
Additional Information! The first who expressed a desire to purchase the Yak 40 aircraft were the Italians. Thanks to them, the first modern airliner was presented in Europe. The first flight was carried out in the direction Rome - Australia.
At the beginning of the 20th century, the unpretentious and safe aircraft 40 was converted to transport VIP passengers. Mainly export modification. Depending on the layout, 2 classes were distinguished: 1st for 11 seats with two salons, a toilet and a wardrobe between them, and in the rear there is a kitchen and another toilet with a wardrobe; 2nd class for 16 or 20 seats in one cabin. The boards with economy and business class seats are quite comfortable. Their distance is from 75 to 85 cm.
Interesting facts about Yak 40 aircraft
Passengers can stretch their legs into the aisle and sit comfortably in their seats. For economy class passengers, the seat backs do not recline. For business class passengers, there are luxury seats with electric adjustable parts and footrest controls.
The airliner has a separate luggage compartment. Each passenger can check in their luggage upon boarding. It should be noted that several years ago the liner did not have a full luggage compartment. The rear part of the passenger compartment is dedicated to the wardrobe, buffet and luggage compartment. But the passenger seats are separated from them by a partition. All main parts are described in the operating instructions.
Note! This airliner operates flights not only in the Moscow-St. Petersburg direction, but also Kaluga-Moscow. Any traveler can fly to the designated destination on this comfortable plane
The flight schedule of the YAK aircraft can be viewed on the Internet.
In fact, thanks to the Yak 40 aircraft, it was possible to replace the outdated piston Il-12, Li-2 and Il-14.
Interesting. Taking into account the specifics of local airlines, the aircraft was made as comfortable and safe as possible. The bet was made on a straight wing. Therefore, the Yakovlevits no longer used complex multi-slotted flaps and slats.
In conclusion, it should be noted that a plan to remotorize the aircraft is being considered. Employees of the Siberian Aviation Research Institute named after S.A. expressed a desire to make changes. Chaplygin. Experts decided to replace the outdated AI-25 engine with two American TFE731. After the analysis, plant managers approved that the airliner should be transformed into a twin-engine version. The changes will improve flight performance as the flight range of the Yak 40 airliner will be modernized. As a result of large-scale changes, fuel consumption will decrease.
Historical heritage
Old machines, unsuitable for piloting, are often used as exhibits, museum aircraft, and even “urban improvement objects.”
This is how the Yak-40 can be seen:
- on the territory of the open-air museum in Monino;
- in a park area in Yugorsk;
- aviation monument in Bashkortostan;
- at the Civil Aviation Museum in Orenburg;
- in Tatarstan at the Bugulma airport;
- in Ulyanovsk at the Museum of the History of Civil Aviation;
- at the Kurgan Aviation Museum.
We should also talk about the flight simulator in Ust-Ilimsk. In the children's park next to the Druzhba recreation center there is a decommissioned Yak-40.
For some time it was a simple aviation monument, until local craftsman Alexey Shadrin, a former flight school cadet and currently an engineer, took up the matter.
Alexey equipped the cabin with 3D monitors, connected the program and control levers to the computer, as well as sound. Visitors are delighted!
But the story of the legendary Yak-40 does not end there: it is not only still used in Russia by private air carriers, but has already undergone modernization and remotorization at the Siberian Aviation Research Institute named after. Chaplygin. There are no plans to resume production, but some of the old Yak-40s, which have not flown for 10 years (there are about 100 of them in Russia), can be modernized.
Interior features and passenger seats
Among the amenities intended for passengers is a private stairway located at the rear of the aircraft. This detail made it possible to expand transportation using airports with undeveloped infrastructure.
Immediately behind the front door, which opens inward, is a small room. There is a toilet door on one side, a wardrobe and a folding flight attendant chair on the other. Next is a small buffet. Since the flight duration is short, there is no kitchen provided. Passengers were offered only soft drinks.
There is no luggage compartment, which is present on larger airliners. The place for luggage was located here, opposite the buffet. There were shelves that were covered with a curtain. Passengers carried their luggage to the plane themselves. They also placed it on the shelves.
The aircraft cabin was presented in two versions: economy class and business class with economy class. In the latter case, there were 12 seats in economy class (4 in a row with a passage between pairs of seats). Business class - a sofa and armchairs on the starboard side, a table on the left side.
Salon Yak-40
When laying out the economy class cabin, there were two seating options: 2+2 and 1+2. Although the second option did not allow taking on board the maximum number of passengers, thereby reducing the cost of the flight, it was more convenient for people.
The option of placing four seats in a row resulted in a significant reduction in the level of comfort. After all, the Boeing 777 also has some inconveniences closer to the tail section due to the narrowing of the cabin. In the interior of the Yak-40 this was manifested to a significant extent.
Typically, some advantages exist for passengers sitting in seats located near the windows. In this airliner, such a plus disappeared due to the round cross-section of the fuselage. This rounding simply disturbed the passenger.
A slight plus was noted only for the seats located in the bow of the cabin. Passengers in the first row had more legroom. Nobody disturbed those sitting by the aisle, because in this place passengers did not move around the cabin.
Layout of passenger seats for the Yak-40
Accidents and disasters
Over the entire history of operation of the Yak-40, about 117 accidents occurred due to various reasons.
Yak-40 accident near Khanty-Mansiysk
On September 3, 1970, the first Yak-40 crash occurred in the mountains of Tajikistan due to the negligence and inattention of the dispatcher, who gave false indications for actions. When discrepancies were identified, the dispatcher ordered the altitude to be raised, but the crew disobeyed. The plane crashed into Airi-Tash mountain. The collision completely destroyed the structure and killed 21 passengers.
On February 28, 1973, another large-scale disaster occurred near Semey, Kazakhstan. Immediately after takeoff, a malfunction occurred in the Yak-40 system - a dive, as a result of which the airliner began to fall sharply. Upon contact with the ground, the plane took off into the air again, then fell and exploded.
On October 22, 1975, 11 passengers died as a result of a Yak-40 accident. The disaster occurred on Karl Marx Avenue, Novgorod. Due to bad weather conditions (fog), the plane strayed from the set course and crashed into a residential building, causing the house to catch fire. 4 people died, including a seven-year-old child, 9 people received multiple burns and injuries.
Emergency landing of the Yak-40 on ice
On January 24, 1988, in the city of Nizhnevartovsk, two engines of a Yak-40 aircraft failed at once, namely, the number of revolutions required to maintain flight decreased. Immediately after takeoff, the plane crashed into power lines. The commission was unable to establish the exact reasons for the failure of the two engines.
Expert opinion Kobelman David Borisovich Soviet and Russian scientist, specialist in the field of astrophysics and physics of gravitating systems. Professor, Hero of Socialist Labor, Lenin Prize laureate.
On March 9, 2000, a Yak-40 plane was heading from Moscow to Kyiv. Having risen to a height of 15 meters, it began to fall. The crash occurred near the runway. 11 people died, among whom were Ziya Bazhaeva and the famous journalist Artyom Borovik. The cause of the accident was the negligence of the inspection services and the inattention of the pilot.
Despite the active use of the Yak-40 aircraft from the 60s to the 90s, in 2000 the process of decommissioning the airliner from production and use gradually began.
Yak-40 in Africa, Asia and Latin America
The aircraft trade was much more brisk in developing countries, which were the traditional market for Soviet aircraft. Moreover, it was perfectly suited to local conditions. Demonstration tours were organized for potential customers, which were a great success. In general, the simple and reliable Yak-40 was ideal for work in Third World countries.
In Asia, this aircraft was operated in Syria, Afghanistan, Vietnam and Cambodia. In Africa, among the customers of the Soviet airliner were airlines from Angola, Ethiopia, Zambia, Guinea and Madagascar. If we talk about Latin America, the Yak-40 was delivered to Cuba, Guatemala and Honduras.
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b PYULYUU KHMBEYARKHZHNMMNI OPNTsPYULLSH “pYUGBHRHE TSPYUFDUMYAYNI YUBHYUZHHH YUBHYUOPEDOPKHYRKHI nPKNBYAYNI NAKYYARKH”, DEYARBSCHYEI I 1998 TSNDYu, YAYULNKERSH yY-40 nPKNBYAYNTSN Yu BHYUOPEDOPPHYRKH OPNKKH MENAUNDHLSCH REUMKHVEYAYSCH ONDTSNRNBYS KH ASHKH GYUMNBN NYPYUYEMSH, NAMNBKEM KHMREPEEP YAYUKNMNB. oEPYANMYUK SCHYHOYUFYU OYAYAYUFHPYAYNI YUAHMSH (YARCHYUPDEYAYASH) OPNKH YARYUFKHPPNBYS X NASVEMKHE B ZHEMRPE NASVEMKH YUBKHYUNLOYUMHH "rPYUMYUSCHPN". YANTSKYUYANBYUMSH YARYUMDUPRSH NAYAKSFKHBYUMKH B ONKERE, PYUZHNMSH ANPRNBNTSN OKHRYUMKH YANNRBERYARBSCHR OPKHMIRSHL LEFDSMYUPNDMSHL MNPLLYUL KH GYUBHYAR NR OPNDNKFKHREKEMNYARKH ONK ERYU. 12 KhChM 2000 TSNDYu NRYPSHKYA PETSSKЪPMSHI PEIA lNYAYBYU - lHMYAY, BSHONKMYELSHI MU YAYULNKERYUU YY-40 nPKNBYAYNTSN YUBHYUOPEDOPKHYANBLEYARMN I YUBHYUNLOYUMKHEI "rPYU" MYUSCHPN" MU NYAMNBYUMHH YANTSKYUYEMKH N YANBLEYARMNI DE'REKEMNYARKH LEFDS YUBKHYUNLOYUMKHEI "rPYUMYUSCHPN" X nPKNBYAYHL YUBHYUOPEDOPPHYRHEL. b YAEPEDHME 2000 TSNDYU MYUVYUKYU ONKERSH MU YAYULNKERYU YY-40″VIP" YUBHYUNLOYUMH "YUBHYUKYUIM" ON OPNTsPYULLE "bNGDSMNE RYUYAH", B PYULYUU YNRNPNI YYULNKERSH y-40 X xK-10 3, Yu RÜYFE BEPRNKERSH lH-34 ASDSR NYASYYARBKЪRE OYYAYUFHPYAYKHE YUBHYUOEPEBNGYKH LEFDS NAKYYARMSHLH ZHEMRPYULH JEMRPYUKEMNI STUMPS.
DN YURYUYARPNTSH 9 LYuPRYU 2000 TSNDYU B "YEPELEREEBN" B YYURYUYARPNTYU ASHKN ONREPЪMN 13 LYUHM, MN MH NDMYU HG MHU ME PYUGAHKYUYAE HG-GYU REUMHVEYAYKHU MEHYAOPYUBMNYAREI — ONVRKH BYAE NMH ONTSHAKH B "TSNPVKHU RNVIYUU". ъй-40 ьХПНННХЯОНКЭГНБУКЯК B yuТЦУМХЯРУМЭ Х YAKHKYULH nnm B yuТПХЕ. YaEIVYUYA B PNYAYAHH KERUER NYNKN 180 ъY-40. anNKEHMYARBN HG MHU OEPENANPSDNBUMSH DK OEPEBNGYH VIP-ОУЯЯЯУФХПНБ. RYUKHE YYULNKERSH NAYAKSFKHBUCHR BSHYAHU LEMEDFEPNB "tsYUGOPNLYU", ksynikYU, chynyYU X "yUBRNbyugYU". 9 LYUPRYU 2000 TSNDYu OPH BGKERE B LNYAYNBAYNL YUSCHPNONPRS "'EPELEREEBN" PYUGAKHKYA YYULNKER AY-40, B YNRNPNL ONTSKHAKH 9 VEKNBEY B RNL VHYAKE OPEGHDEMR UNKDKHMTSYU "YANBEPEMM" N YAYPERMN" yPREL aNPNBHY KH TsKYUBYU YNLOYUMHH "tsPSOOYU "YUKEMYA" gHЪ aYUFYUEB. b UNDE PUYAYAKEDNBYUMKH NYAMNBMSHLH YARYUKH YAKEDSCHYKHE OPHVKHMSH: MEONKMNE NRYPSHRKHE GUYPSHKYNB YYULNKERYU, NRYASRYARBKHE YUMRKHNAKEDEMHREKEMNI FHDYNYARKH X NYHAYU B REUMHYKH OH KNRKHPNBYUMKH, BEPYAKHH N OEPETSPSGE XKH REPUYRE ME ONDRBEPDKHKHYAE. pYUGAKHBKHIYA B EBELEREEBN y-40 OPKHMYUDKEFYUK bNKNTsNDYAINLS YUBKHYUNRPJDS. nM ASHK YUPEMDNBYUM YNLOYUMKHEI “YUSCHPNREYA”, RPH TsNDYU GYUMKHLUCHYYYYYU VIP-YUBHYUOEPEBNGYULH.
yYYINB FE REUMKHVEYAYKHI ╚ONPRPER╩ yY-40? YaYULNKER OPEDMYUGMYUVEM DK ONKERNB MU LEYARMSHU BNGDSMSHU KKHMKHU OPNRFEMMNYARECH DN 1500 YL. BLEYYUER NM NR 27 DN 32 OYYAYUFHPNB. yPEIYEPYAYU YAYNPNYARE HYARHMMMYU — 510 YL/V. NYAMNBMYU KHDE, GUKNFEMMYU B YNMYARPSYZHCH LYUKHMSH, — OPNYARNRYU. yPSHKN HLEER ANKESCH OKNYYUDE - 70 L2. ShRN ONGBNKHKN NRYUGYUREYA NR YAKNFMSHU LMNTSNNYEKEBSHU OPEDIPSHKYNB X GUYPSHKYNB. b RN FE BPEL YANVERYUMKHE RUYNTSN YPSHKYU I RPEL PEYUYRKHBMSHLH DBKHTSYUREKLH yuh-25 (RTsyu YUFDNTsN - ONKRNPSH RNMMSH) NAYEOEVKHBUER BSHIANYKHE BGKERMN-ONYUDNVMSHE YUP YYREPHYARKHYKH. eYARE X EYE NDMN DNYARNHMYARBN YAKHKNBNI SYARYUMNBYKH yY-40. YaPEDMKHI DBKHTSYUREKE, PYUGLEYEMMSHI B TCHGEKЪFE, HLEER PEBEPE RYTSKH - YAOEZHHYUKEMNE SYARPNIYARBN, KHGLEMYE OPH RNPLNFEMKHKH YAYULNKERYU MUOPYUBKEMKHE YARPSKH BSHUKNOMSHU TSYUGNB. ONSHRNLS OPNAETS LYUKHMSH OPH ONYUDYE - BYAETSN KHIE 400 L. oPHVEL PEBEPEYAHBMSHE YKHRYKH - OPKHMYUDKEFMNYARE YAYULNKERYU, YU ME DBKHTSUREK. shRN NVEME BYUFMN DK SMKHTHYUZHKH BYAEU DBKHTSYUREKEY KH SOPNYEMH GULEMSH YAPEDMETSN DBKHTSYUREK, EYAKH BNGMHYMER MENAUNDHLNYARE ETSN NRPELNMRKHPNBURE. yuYAYAH YYULNKERYU NYAMYYEMN LTSYNI YULNPRKHYUZHHEI H YNKEYAYULH MENASHVMN ANKENNTSN DHYULERPU, VRN SLEMEWER SDEKEMNE DYUBKEMKHE MU ONBEPUMNNYARE BGKERMNTsN ONK. ONSHRNLS AY-40 YAONINIMN BGKERUER X YAYUDHRYA MU TsPSMRNBSHU YUSCHPNDPNLYU.
yYUAHMYU SHYHOYUFYU PUYAYAVHRYUMYU MU DBSU VEKNBEY: YNLYUMDHPYU KH BRNPNTSN OHKNRYU.
oPH MENAUNDHLNYARKH GDEYAE LNFER ASHRE ONYARYUBKEMN RPEREE YAHDEMEE. TNMYUPE NAEYAOEVKHBUER UNPNKHI NAGNP YUY KEBNLS, RYU KH OPYUBNLS OKHKNRS. Yareikyu YUAHMSH KHLECHR SHKEIRPHVEYAYKHI NANTSPEB. YaYULNKER NYAMYUYEM YANBPELEMMSHL PYUDKHNSCHKEYRPNMMSHL MYUBKHTSYUZHNMMSHL X OKNRYUFMSHL NANPSDNBYUMHEL. OHKNRYuFMN-MYUBKHTSYUZHHNMMNE NANPSDNBYUMHE ONGBNKYER NYASYYARBKRE ONKER DMEL KH MNVECH, B OPNYARSHU KH YAKNFMSHU LERENSYAKNBKHU KH BYKCHVUER YUBRNOKHKNR yuo-40, YSPYANBSCH YAH YARELS tsly-1ts, YUBKHYUTSNPKHGNMR yutsa-3y, LYUTSMKHRMSHI YNLOYUYA yx-13, DBYU YUBRNLYURHVEYAYKHU PYUDKHNYNLOYUYUYUYP-9, YSPYANTSKKHYYUDMSCH YAHYARELS ONYYUDYKH Yao-50, PYUDKHNBSHYANRNLEP LYUKSHU BSHYANR pb-ch. b YANYARYUB PUDHNYABGMNTSN NANPSDNBYUMKH BUNDIR YNLYUMDMSHE PUDHNYARYUMZHKH "oEPN-11" (p-860-11) XKH PUDHNYARYUMZHKH "KYUMDSH-5" X "AYUKYUM-5". YaYULNKER NANPSDNBYUM SHTTEYRKHBMNI BNGDSMN-REOKNBNI OPNRKHBNNAKEDEMKHREKEMNI YAHYARELNI. pYUDKHNLERENKNYURNP ╚tsPNGYU╩ ONLNTsYUER NAMYUPSFKhRE TsPNGNBSHE TPNMRSH ON OSRH ONKERYU. pEYASPYA YYULNKERYU DNBEdem DN 30,000 VYYANB, S JAPNY YAKSFASH - DN 25 KER. b MUYARNYEE BPEL B ya YANBLEYARMN I DPSTSHLH NPTSYUMHYUZHHLH PUYAYALYURPHBUERYA BNOPNYA N BNGLNFMNYARKH SBEKHVEMMKH MYUGMYUVEMMNTSN PEYASPYU DN 35,000 VYYANB X YAPN YU YAKSFASH DN 35 KER. lNDHTHYUZHHH :
| ъY-40 NOSHRMSHI | OEPBSHI ONDMKYA B MEAN 21 NYRAP 1966 TsNDYU. aSHKYU ONYARPNEMYAEPKHKHG 6 NOSHRMSHU LYUHM, YNRNPSHE YNMYARPSYRKHBMN NRKKHVYUKHYAE NR YAEPHIMSHU YAYULNKERNB. b NRKHVHE NR ONYAKEDMKHU NOSHRMSHE AY-40 HLEKH OPILNI, YU ME YAYNYEMMSHI BNGDSUNGYUANPMHY YAPEDMETSN DBKHTSUREK. ON NANHL ANPRYUL TCHGEKFYU PUYAONKNFEMN ON 8 HKKCHLHMYURNPNB. pYYAHBYU BEPRKHYUKEMNTSN NOPEPEMKH DN BRNPNI YAEPKH ASHKYU DPSTSNI YNMTHTSSPYUZHHH. lNRNTsNMDNKSH ANYNBSHU DBKHTSUREKEY YPEOHKHKHYAE Y OHKNMYUL, KHLECHYHL UYUPYUREPMSHE GYUKHGSH Y TCHGEKQFS. MU NOSHRMSHU YAYULNKERYUU X YY-40 OEPBNI YAEPHH S YAPEDMETSN DBKHTSYUREK NRYASRYARBNBUKH YARBNPYKH PEBEPYAKHBMN-RNPLNGMNTSN SYARPNIYARBU - NMH ONBHKHYAE MU LYUHMYUU YAN BR NPNI YAEPHH. |
| ъY-40 YAEPHIMSHI | schRKH YAYULNKERSH YNMYARPSYRKHBMN RUYFE NRKHVYUKHYAE LEFDS YANANI. b GYUBKHYAHLNYARKH NR YNLONMNBYKH YUKNMY LYUKHMSH BYAU RPEU YAEPKHI HLEKH XKH 8, XKH 9 KKKCHLKHMYURNPNB B OYUYAYUFHPYAYNL YAYUKNME. with LYUHM 1 X 2 YAEPKHH YUYUPYUREPMSHI NAREYUREKE YUMREMMSH BEPRKHYUKEMNTSN NOPEPEMKH. I OEPBNI YAEPHH X MU ONYAKEDSCHYU BNGDSUNGYUANPMHY YAPEDMETSN DBKHTSUREK YAN YAYANYANL X NOKHPUERYAJ MU MEANKENNI TSPEAME. YAN BRNPNI YAEPKHH YY-40 HLECHR PEBEPIAHBMN-RNPLNGMNE SYARPNIYARBN YAPEDMETSN DBKHTSUREK. I RPEREEI - MU YAYULNKERE SYARYUMYUBKHBUCHRYA ANINBSHE DBKHTSUREKH yuh-25 I SINPNVEMMSHLH LNRNTsNMDNKYULH. NAPYUGNBUREKE YUMREMMSH BEPRKHYUKEMNTSN NOPEPEMKH YAMRR, ONЪBKHKHYAE KHGLEMEMKH B PUYAHBYE UBNYARNBNTSN NOPEPEMKH - DNAYUBKEMSH KCHVYKH DK NYALNRPYU YAHKNBNI YNMYARPSYZH XX YHKЪ X YARYUAHKHKYURNPYU. bN BYAEU RPEU YAEPKHYU PYUGKHVMYU YNLONMNBYU OYYAYUFKHPYAYNTSN YUKNMYU. aYUGNBUYU LNDEKE - BMYUVYUKE 24 OYUYAYUFHPYAYKHU YPEYAKYU. GYUREL OSREL SLEMEYEMKH PUGLEPNB AYUTSYUFMNTSN NRDEKEMKH YUTSYU YPEYAEK, VHYAKN OYUYAYUFHPYAYKHU LEYAR ASHKN DNBEDEMN YANNRBERYARBEMMN DN 27 X 32. |
| ъЯ-40 яУКНМ | I YYUKNMNL 1-CN YKYYYAYU MU 11 LEYAR - B NYAMNBMNL SHYYAONPRMNTSN HYAONKMEMH. b SCHRNL BYUPHYUMRE - DBY YAJUKNMY. oEPBSHI PYYAYAVHRYUM MU 5 - 6 VEKNBEY, BRNPNI - MU 4 - 5. leFDS YUAHMYULH H OEPBSHL YYUKNMNL ON OPYUBNLS ANPRS PUGLEYYUERYA RSYUKER, I KEBNTSN ANPRYU - TSUPDEPNA. ySUM YAN BYAEL MENAUNDHLSHL MUANPNNL NANPSDNBYUMKH OPKHANPYULH PUYAONKYUTSUERYA B UBNYARNBNI VYUARKH BRNPNTsN YUKNMYU, YAPUGS ONYAKE BUNDMNTSN RPYUOYU. where. YaYULNKER NANPSDNBYUM DNONKMHREKEMSHLH YAPEDYARBYULH YABGKH YAOEZHHYUKEMNI YOOYUPYURSPNI. b BYUPHYUMRE YAYUKNMYU 1-TSN YKYUYAYU BSHOSYEMN 32 YYULNKERYU. YY-40 I YAYUKNMNL 2-CN YKYUYAYU MU 16 LEYAR BSHOSAYYUKYA RUYFE RNKEIN B SHYYAONPRMNL BYUPHYUMRE, Yu MU 20 LEYAR - HYAONKEGSERYA DK ONKERNB YUY BMSRPKH YARPYUMSH, RYU X ONYARYUBKERYA GYUPSAEFMSHL GYYUGVKHYUL. bSHOSYEM 51 YAYULNKER. |
| ъY-40d | OYYAYUFHPYAYKHI YYULNKER I SBEKKHVEMMNI DUKEMNYARECH. |
| ъY-40drya | (DEYUMMRMN-RPYUMYAONPRMSHI, YAYUMHRYUPMSHI). ME YAYPER, VRN KCHANI TSPYUFDUMYAYHI YAYULNKER LNFER ASHR HYAONKEGNBYUM DK BNEMMSHU ZHEKEY. RYUNI BYUPHYUMR OPEDSYALNRPEM KH DKЪ YY-40. YaYULNKER yY-40drya OPEDMYUGMYUVEM DK MYUGELMNTSN X BNGDSMNTSN DEYYUMRKHPNBYUMH KCHDEI X TsPSGNB, YU RUYFE DK OEPEBNGYH YAHDVKHU X MNYAHKNVMSHU PYUMEMSHU I NYUGYUMH EL HL MENAUNDHLNI LEDKHZHHMAYNI ONLNYH B ONKERE. |
| ъЯ-40й | YNMBEPRKHPSELSHI BYUPHYUMR. I 1975 OH 1981 TsND BSHOSYAYUKHYAE YAYULNKERSH B SHCHRNL BYUPHUMRE DK TsPSGNBSHU X YALEYUMMSHU OEPEBNGNY. LYUYAKHLYUKEMYU YNLLEPVEYAYU MYUTSPSGYU B TsPSGNBNL BYUPKHUMRE ASHKYU SBEKHVEMYU DN 3200 YTS. yNMBEPRKHPSELSHI BYUPHYUMR YANGYUM MU AYUGE YAEPKHIMNTSN 32-LEYARMNTSN YAYULNKERYU H OPEDONKYUTSYUER ASHIARPSCH OPEYNLONMNBYS OYUYAYUFKHPYAYNI YYUAKHMSH B TsPSGNOYUYUFHPYAYHI XKH TsPSG NBNI BYUPHYUMR. oPHLEMEMKHE YNMBEPRKHPSELNTSN YAYULNKERYU NAEYAOEVKHBUER ANKEE TSKHAINE ETSN HYAONKEGNBYUMKHE H, YANNRBERYARBEMMN, ANKESCH SHYNMNLKHVEYAYSCH SHTTEYRKHBMNYARE. TsPSGNOYUYUFHPYAYKHI BYUPHYUMR PUYAYAVHRYUM MU OEPEBNGYS OYUYAYUFHPNB NR 10 DN 18 VEKNBEY I OYUYAYUFHPYULH TSPSGYULH - I LYUYAKHLYUKEMSHL BEYANL NR 2150 DN 1150 YTS I NNRBERYARBEMMYU |
| ъY-40 yUKHAPNBYKHY | YAYULNKER-YUKHAPNBYKHY. ON GUYYUGS BEMTSEPYAYNI YUBHYUNLOYUMHH "LYUKEB" YAYULNKER HG BYUPKHYUMRYU "YAYUKNM" OEPENANPSDNBYUM B YAYULNKER-YUKHAPNBYKHY DK OPNBEPYKH PUANRSH MUGELMSHU PUDHNL JNB. I SCHRNI ZHEKECH NM NYAMYYEM YNLOKEIRNL NORHVEYAYHU OPHANPNB, BSHVHYAKHREKEMSHL YNLOKEYANL, DNONKMHREKEMSHL HMDSYZHNMMSHL DYURVKHYNL. ъЯ-40 (YUKHAPNBYKHY) ONYARPNEM B EDHMYARBEMMNL SHYGELOKPE. |
| ъY-40 JUBY | MU NYAMNBYUMXX PYUZHOPEDKNFEMKH ╧ 1/520 HP 6.03.1986 TSNDYU sYYYUKHMYAYNTSN mxx tsNYAYNLTSKHDPNLERYU YNMYARPSYRNPSH lKHMYAYNTSN YUBHYUPELNMRMNTSN GYUBNDYU ╧ 407 qiu YANGDUKH YAOEZHHYUKHGHPNBYUMMSHI YAYULNKER-KYUANPURNPHCH y-40 “yuYBYU”. I ETSN ONLNYECH LNFMN OPNBNDHRE MYUSVMN-HYAYAKEDNBUREKEYAYKHE X OPYURKHVEYAYKHE PYUANRSH. NYAMNBMNE MYUGMYUVEMHE: HYAYAKEDNBUMHE YURLNYATEPSH NAKYUNB I HYAONKEGNBYUMHEL YNMRYURMSHU H DKHYARYUMZHNMMSHU LERNDNB HGLEPEMKHI HYAYAKEDSELSHU OYUPYULERPNB; OPNBEDEMKHE YUYRKHBMSHU BNGDEYARBHI MU YNMBEYRKHBMSHE NAKYUYU I ZHEKECH NAPUGNBYUMKH HYAYSYARBEMMN YARKHLSKHPSELSHU NYYUDYNB; NYASYYYARBKEMKHE YNMRPNK GYUTSPGMEMKH BNGDSSMNI YAPEDSH. ZHEKH KH GYUDYUVKH YY-40 ╚yuYBU╩ ONVRKH YUMYUKNTSKHVMSH ZHEKIL KH GYUDYUVYUL LERENKUANPURNPHI ╚ьRNPL╩, ╚KHPNYA╩, ╚LEREN╩. NDMUYN B NRKKHVKHE NR DPSTSKHU YAYULNKERNB-LERENKUANPURNPHI MU YY-40 "YUYBU" SYARYUMNBKEMSH ONDYPSHKEEBSHE YNMREIMEPSH YAKHYARELSH OKHPNREUMKHVEYAYKHU TSEMEPYURNPNB BNGDEIYARB XЪ yaobts-40. b YUVEYARBE OHPNREUMHVEYAYKHU TSEMEPYURNPNB HYAONKEGSCHRYA OHPNREUMKHVEYAYHE OYURPNMSh ob-26, OPNYEDKHE YANBLEYARMSHE HYAOSHRYUMKH B lHMKHYAREPYARBE YUBHYUZHNMMNI OPNLSHK EMMNYARKH B lHMHYAREPYARBE LYUHMNYARPNEMH. YaYULNKER YY-40 ╚YUBYU╩ BHPNYN HYAONKEGSERYA sYPmkhkh tsNYAYNLTSKHDPNLERYU. ANPRNBNI MNLEP yY-40 “yuYYBU” - yayap-87937. |
| ъЯ-40 кХПНЯ | YaYULNKER TSNYAYNLTSKHDPNLERYU AYAYAP OPEDMYUGMYUVEM DK HYAYAKEDNBYUMKH YURLNYATEPSH NAKYUNB B BKHPNYNL DKHYUOGNME BSHYANR. ╚kHPNYA╩ OPNBNDHR RUYFE YUYRKHBMNE BNGDEIYARBHE MY NAKUYU I ZHEKECH HGSVEMKH LEUUMKHGLYU NAPUGNBYUMKH HYAYSYAARBEMMN YARKHLSKHPSELSHU NYYUDYNB X NRPYUANRYKH LERNDHYKH BB NDYU PEYUTSEMRYU, NYASYYARBKEMKH YNMRRPNK GYUTSPGMEMKH BNGDSSMNI YAPEDSH. |
| ъY-40 LEREN | ъБКЪРЯЪ LMNTsNZHEKEBNI LERENPNKNTSKHVEYAYNI KYUANPURNPHEY. REUMKHVEYAYU NYAMYUYEMMNYARE YY-40 "LEREN" ONGBNKYER BSHONKMRE HYAYAKEDNBUREKEYAYHE ONKERSH B PYUDKHSYAE DN 600 YL, DHYUOYUGNME BSHYANR DN 9000 L, OPNDNKFHREKEM NYARECH DAY 4 VYYANB. UNPNHE LYUMEBPEMMSHE YABNIYARBU X UYUPYUREPHYARKHYKH SARNIVKHBNYARKH X SOPYUBKELNYARKH ONGBNKKCHR HYAONKEGNBURE ETSN B PYUBMKHMMSHU NAKYUYARU X, VRN NYANAEMMN BYUFMN, B TsNPMSHU PYINMYUU. Tseplerhvmnyare Yauuknmu x Pyugdekemhe Ezn Mu Dbu Nryayu Gbsightyuykhrmny Oepetsnpndinei Yangdyuchr, Xiaknbkh dki Puunsvmsha Yangrpsdmkhinb MU ANPRS YAYULNKERYU. ъй-40 ╚Лерен╩ НЯМУУЯИМ ИНЛОКИЯНЛ ХМТНПLYУжХНММН-PETSKHYARPHPSCHYEI KH GLEPHREKEMNI YOOYUPYURSPSH, YU RUYFE YAPEDYARBYULH BNGDEIYARBKH. dYURVKHYH DK K HGLEPEMKH LERENOYUPYULERPNB BSHMEYAEMSH B MEBNGLSYEMMSHI BNGDSMSHI ONRNY. YuOOYUPYURSPMSHE KH REUMKHVEYAYKHE BNGLNFMNYARKH y-40 ╚LEREN╩ ONGBNKHR RUYFE KHGSVYURE BERPNBSHE ONK KH ONK RSPASKEMRNNYARKH, HYAYAKEDNBYURE ONRNNYKH OPHRNYKH I NKMEVMNI PUDHYUZHKH B YURLNYATEPE, ITS SHKEIRPHVEYAYKHE UYUPYUREPKHYARKHYKH. ANPRNBNI MNLEP yY-40 “LEREN” - yayap - 87937. |
| ъY-40 tNANYA | oPEDMYUGMYUVEM DK ҪХПННЦН YAOEYRPYU MYUSVMN-HYAYAKEDNBUREKEYHU PUANR, OPNBNDHLSHU mon HLEMH I.YU.KYUBNVIHMY. schRNR y-40 OEPENANPSDNBYUM B KERYUCHYSCH KYUANPURNPHCH DK HYAOSHRYUMKH PUGPYUAYURSHBUELSHU OPHANPNB X NANPSDDNBYUMKH OKHKNRKHPSELSHU X AEYAOKHKNRMSHU YNYALKHVEYAYKHU YOOYUPYU RNB, KHYAYAKEDNBYUMKH OPKHPNDMSHU PEYASPIANB X NYPSFYUCHYEI YAPEDSH, KHGSVEMHЪ ONDYARKHKYUCHYEI ONBEPUMNYARKH X YURLNYATEPMSHU EBKEMKHI, BKHGSYUKEMNI X OPKHANPMNI PETSKHYARPYUZHH YUMNL YUKEMSHU ЪBKEMKHI EYAREYARBEMMNTSN X HYAYSYAYARBEMMNTSN OPNHYAUUNFDEMKH. KERYUCHYU KYUANPURNPHYY-40 ╚tNANYA╩ ONGBNKYER OPNBNDHRE HYAYAKEDNBYUMH THGKHYKH YURLNYATEPSH, YANKMEVMNI PUDHYUZHKH, YAOEYRPN-ONKPKHGYUZHNMMNI YAZELYKH GYUTSP YGMEMKH YURLNYATEPSH BNDMSHU PEYASPIANB. PEGSKERYURSH PYUANRSH KERYUCHYEI KYUANPURNPHKH ONGBNKKCHR OPNKHGBNDHRE SCHYNMNLHVEYAYKHI YUMYUKKHG YAHRSYUZHHI NIPSFYUCHYYYAPEDSH I BSDUVEI PAINLEMYUZHKHI DK MYUSVMN-UNGYYARBEMM SHU MSFD X GYUDYUV SCHYNKNTSXX. ANPRNBNI MNLEP ъY-40 “tNANYA” - yayap-87304. |
| ъY-40 rnpl | YANBLEYARMSHHLH PYUGPYUANRVKHYULH LMNTSNZHEKEBNTSN YYULNKERYU-LERENKYUANPURNPHH y-40 ╚BNPL╩ ЪBKЪCHRYA bSHYANYNTsNPMSHI TSENTKHGHVEYAYKHI KHMYARHRSR X lKHMAYKHI YUBKHUPEL NMRMSHI GYUBND ╧ 407 qiu. YaYULNKER YANGDYUM DK HYAYAKEDNBYUMKH PUGKKHVMSHU YURLNYATEPMSHU OBKEMKHI X YURKHBMNTSN BNGDEIYARBKH MU MKHU. KYUANPYURNPKH NYAMYUYEMYU PUGKKHVMSHLH YAHYARELYULH YNMRPNKEMN-GYUOHYASHBYUCHIYYUOOYUPYURSPSH, ONGBNKYYYEI BEYARKH PUGKKHVMSHE HYAYAKEDNBYUMKH. ANPRNBNI MNLEP yY-40 “bRNPL” - yayap-87992. TsNDNBNI SCHYNMNLKHVEYAYKHI SHTTEIR NR OEPENANPSDNBUMHЪ YY-40 B LERENKUANPURNPHKH I SVERNL GYURPYUR YANYARYUBKYER 227748 PSAKEY. y YAYULNKERYUL-KYUANPURNPHYL DK HYAOSHRYUMKH PUDHNSCHKEYRPNMMNTSN NANPSDNBYUMKH KH ETSN OPNBEPYKH BUNDYR YAYULNKERSH YY-40 pschn, PYUGPYUANRYUMMSHE mon “bGKER”, X YAYU LNKER-KYUANPURNPHY-40-25. |
| ъЯ-40-пшн | pYUGPYUANRYUM YNKKEIRKHBNL MYUSVMN-OPNHGBNDYARBEMMNTSN NAZEDHMEMKH “bGKER”. oPEDMYUGMYUVEM DK KERMSHU HYAOSHRYUMKHI X HYAYAKEDNBYUMKH OHKNRYUFMN-MYUBKHTSYUZHNMMNTSN NANPSDNBYUMKH PUGKKHVMNTSN MYUGMYUVEMHY (KHMEPZHYUKEMSHU YAKHYAREL, BSHYANRNLEPNB, DNOKEPNBYAYKHU HGLEPHREKEY KH R. D.). |
| ъY-40-25 | MU NDMNL HG YAEPHIMSHU y-40 PUDHNOPNGPUVMSHI NAREYUREKE LERENKNYURNPYU ╚tsPNGYU╩ ASHK GYULEMEM MNYANBNI VYUYARECH ANEBNI LYUKHMSH DK NRPYUANRYH YAHYAREL PUDHNSCHKEYRPN MMNTsN NANPSDNBYUMKH. KERYUCHYU KYUANPURNPHYY-40-25 ASHKYU B NDMNL SHYGELOKPE. |
| ъY-40/l-602 | b YNMZHE BNYAELKHDEYERSHU TsNDNB DK MNBNTsN OYUYAYUFKHPYAYNTsN YYULNKERYU k-610, YANGDYUMMNTSN VEUNYAKNBYUZHYNI THPLNI KERNB, LNRNYARPNHREKEMNE NRDEKEMKHE RNI FE THPLSH YANGD YUKN RSPANBKHMRNBNI DBKHTTSUREKE l-602 X BNGDSMSHI BKHMR b-518. oPNTSPYULLY BAYAYARNPNMMKHU HYAOSHRYUMKHI SHRNI YAHKNBNI SYARYUMNBYH ONLHLN LMNTsNVHYAKEMMSHU REYARNB H GYULEPNB MU YAREMDE OPEDSYALYURPHBYUKYU ITS HYAYAKEDNBYUMHE B ONKERE. dK SCHRKHU ZHEKEY KHMYARHRSR YUBKHYUZHNMMSHU HYAYAKEDNBYUMKHI, HYAONKEGNBUK YY-40, B MNYANBNI VYUYARKH YNRNPNTSN ASHK SYARYUMNBKEM HYAOSHRSHBUELSHI DBKHTSYUREKE. x UNRЪ DK SCHRKHU ZHEKEY OPHTSNDHKYA xK-18, NYAMNBMYU VYUARE OPNTsPYULLSH HYAOSHRYUMKH KETSKYU MU OKEVH yY-40. |
| ъY-40rk | OPEDKYUTSUELSHI BYUPKHYUMR I DBKHTSUREKLH reyYARPNM kYUIYNLHMTs LF507-1N (2 U 31.1 Ym) X YUBKHNMKHYNI THPLSH pNYSSCHKK yNKKKHMG. |
| cru: |
| lNDHTHYUZHH | ъY-40 |
| pYUGLUU YPSHKYU, L | 25.00 |
| dKKHMYU YAYULNKERYU,L | 20.36 |
| bSHYANRYU YAYULNKERYU,L | 6.50 |
| OKNYYUDE YPSHKYU, L2 | 70.00 |
| I love it, JC | |
| OSYARNTSN YYULNKERYU | 9400 |
| MNPLYUKEMYU BGKERMYU | 16100 |
| bMSRPEMMEEE RNOKHBN, JC | 3000 |
| RHO DBKHTSUREK | 3 RPDD oPNTSPEYAYA (xBVEMYN) yukh-25 |
| rЪTSYU, Ym | 3 U 14.71 |
| LYUYAKHLYUKEMYU YAYNPNYARE, YL/V | 600 |
| yPEIYEPYAYU YAYNPNYARE, YL/V | 475-510 |
| oPUYRHVEYAYU DUKEMNYARE, YL | 2000 |
| dYUKEMNYARE OPH ONKMNI GYUTSPSGYE, YL | 800 |
| oPUYIRKHVEYAYKHI ONRNNKNY, L | 12300 |
| ShYKHOYUF, VEK | 2-3 |
| ONKEGMYU MYUTSPSGYU: | 32 OYYAYUFHPYU KHKH 2720 YC TsPSGYU |
| bottom. KhMTNPLYUZHKH: |
| vEPREF «yNBKEB yY-40 (1) » VEPREF “YINBKEB AY-40 (2)” VEPREF “YINBKEB AY-40 (3)” | ъY-40 |
| ъY-40 | |
| ъY-40 | |
| ъY-40 | |
| ъY-40 | |
| ъY-40 | |
| oYUYAYUFHPYAYKHI YYUKNM ъY-40 | |
| VIP-YAYUKNM ъY-40 | |
| yUAHMYU OHKNRNB y-40 |
IWELSH:
| ъY-40 |
| YaOHYANY HYARNVMKHYNB: |
| yPSHKE pNDHMSH. yNMYARYUMRHM sDYUKNB. MEKHGBEYARMSHI YY-40 PNYARKHYAKYUB bKhMNTsPYUDNB, UKEYAYUMDP ONMNNLUPEB. pYUGBHRKHE YYULNKERNB LHPYU bHYRNP aEKEB. oYUYAYUFHPYAYHE YYULNKERSH LHPYU yBHYUZHNMMSHY YAOYUBNVMHY MU Avia.ru. ъй — 40 оУЯЯЯУФХПЯИХИ ЯУЛНКер ДКЪ LEYARMSHU YUBHYUKHMHI YUBHYUONPR.pS: oYYAYUFHPYAYKHI YAYULNKER LEYARMSHU BNGDSMSHU KHMKHI yY-40 |
sTSNKNY MEAYU. 2004
