Serial number Yak 4520422606164-42 - Information on the vessel
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Serial number Yak 4520422606164-42 - Information on the vessel

The serial number of the Yak-4520422606164 42

Information about the vessel.

Aircraft Yak-42, Serial number 4520422606164, 1986 was made in the year and delivered Aeroflot June 1986 year. In September 1992 year it was transferred to the company "Air Ukraine", And he was transferred 1996 Lviv aviation entities associated company owned by the state.

In November 1997, the aircraft returned to the company after a seven-month period of the lease the company "Tiger Air"Charter company based in Yugoslavia. Emergency flight was conducted under the agreement on the lease with the crew from the airline "Aerosvit".

Before the emergency flight, the aircraft accumulated 12 008 hours of flying time and 6836 cycles from the time it was new. The aircraft was equipped with three three-shaft two-circuit turbojet engines of the D-36 model, each with a nominal take-off thrust of 14 331 pounds. Engine number 1, the serial number 2253604401019, manufactured in December 1984 year, has worked 8418 hours from the time it was new, and the 831 launch cycle after the last major overhaul. Engine number 2, the serial number 7083603001089, manufactured in December 1990 year, has worked 4883 hours from the time it was new, and the 831 launch cycle after the last major overhaul. The engine number 3, serial number 708036721A002, manufactured in May 1987 year, has worked 5936 hours from the time it was new, and 989 start cycles after the last major overhaul. We used Russian-made fuel with technical characteristics corresponding to the JP-1 and JPA-1 fuels.

The disaster at Thessaloniki. Yak-42. Aerosvit. 1997 year.

According to a written statement of Ukrainian accredited representative in the investigation of the accident (Annex 35 and 36) in the aircraft before its departure from Lviv to Thessaloniki via Odessa 17 1997 December, there were no faults with the details and the date of overdue maintenance. Last periodic inspection of technical condition was conducted in December 11 1997, the addition was absent list deferred defects. It was given a copy of the certificate of airworthiness, valid until June 10 1998 years.

The aircraft is designed to work on short-haul routes and local routes for the transport of passengers and cargo. It meets modern flight safety requirements.

Equipment on the plane (flight, navigation, control, electrical systems) provides for air navigation through the equipped and non-equipped air routes, under any environmental conditions and in all geographic regions, in any period of the day and year. This goal was achieved by modifying the installation of an additional small control panel on the upper part of the central dashboard in the cockpit, which would enable the selection of DME channels. required for compliance with the Western-style BOP-DMA-ILS procedure *. The Council’s requirement to provide a copy of the certificate of eligibility for the said modification by the Ukrainian accredited representative during the investigation of the incident was not met. However, the Yakovlev Bureau (authorized center for aircraft) stated that such information regarding the modification on board the Yak-42 UR 42334 they have not been registered (Appendix 37-B).

The aircraft was on the maintenance of the Lviv state enterprise. In order to get an idea of ​​the type and scope of the maintenance work being carried out and the alleged failure mode of the receiver BOP, which manifested itself in the inability to ensure the beacon capture, a number of working documents were requested.

In response to requests MOII. Evidence of maintenance and maintenance schedules beat provided a copy of subsection 4.26 (list of permissible faults and failures) of the (approved) Manual Airplane Flight Manual.

Not provided the necessary documents on important positions, ensuring a constant readiness of the aircraft flying in the end were mentioned in the statement. which is mentioned above, signed by the accredited representative of Ukraine in the investigation of the incident and therefore taking responsibility that the aircraft ... "was released for the flight on the route Lvov-Odessa-Thessaloniki in the desired state."

When landing in Odessa VOR receiver stops working (as evidenced by the testimony of a parameter capturing the beacon on the PSC in a series of flights before the accident). Work PSC for 24-x minutes on the ground with a high degree of probability indicates an attempt to correct the fault. Although a positive result was not achieved, but someone decided (and responsibility) that flying should continue to the point of final destination (Thessaloniki).

The aircraft flew from Odessa to a commercial flight schedule with the VOR receiver (basic) in the idle state, despite the fact that the rules MOP10 allow this state to return flights (non-profit) to the base airfield and only if defective auxiliary unit or device.

Departing aircraft from Odessa it is not in the required state, on the contrary, it was in a state of incomplete flight readiness, ie, violated the requirements for safe operation.

  1. Full information about the vessel
  2. Information about downloading and ship the balance
  3. Information on meteorological conditions Airport "Macedonia"
  4. Information about the location and the very clash
  5. Place the debris and factors vizhivaemosti
  6. Analysis: General Terms of Crash
  7. Overview of confusion in the cockpit
  8. The study of the effectiveness of the Manager
  9. Basic facts about the crash of the Yak-42
  10. The main causes of the disaster

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