The Victa Airtourer

Country of origin
Australia

Type
Two seat light aircraft
History
The popular Airtourer was designed by Australian Dr Henry Millicer (chief aerodynamicist of Australia's Government Aircraft Factory) in response to a Royal Aero Club (in the UK) sponsored Light Aircraft Design competition.
Millicer's design won the competition, and the Ultra Light Aircraft Association of Australia formed the Air Tourer Group to build a 50kW (65hp) Continental powered wooden prototype of the design, which first flew on March 31 1959.
The wooden prototype aroused the interest of Victa (a company more known for its lawnmowers), who in 1960 decided to commercially design and produce the Airtourer series in Australia. Victa's first all metal prototype of the Airtourer first flew on December 12 1961, powered by a 70kW (95hp) engine. Production aircraft were powered by a 75kW (100hp) Continental engine, and the first production Airtourer 100 flew in June 1962. Type approval was awarded the following month. The more powerful Airtourer 115 flew for the first time in September 1962, powered by a Lycoming O-235.
Victa built 170 production Airtourers before its inability to compete against cheap American imports (which were aided by a favourable exchange rate) which were swamping the Australian market forced production to end. Plans to build the four seat Aircruiser development (described under Millicer) were dropped.
However New Zealand's AESL (Aero Engine Services Ltd) purchased the Airtourer design and production rights in early 1967. AESL (later NZAI and now PAC) built the Airtourer 115, the more powerful 110kW (150hp) model Airtourer 150, and constant speed prop fitted Super 150. Later the 115 became the T2, the 150 the T4 and the Super 150 the T5. The T3 was powered by a 95kW (130hp) RR Continental O-240, while the T6 was a militarised version based on the T5 built for New Zealand. NZAI production ceased in 1974.
In December 1997 Australia's Millicer Aircraft Industries purchased the Airtourer's production rights and it plans to deliver new build M-10-140 and M-10-160 Airtourers from 1999. The Millicer Airtourer is described separately.

Powerplants
115 - One 85kW (115hp) Lycoming O-235 flat four piston engine driving a two blade fixed pitch propeller. T4 - One 110kW (150hp) Lycoming O-320.
Performance
115 - Max speed 228km/h (123kt), max cruising speed 210km/h (113kt), long range cruising speed 177km/h (96kt). Initial rate of climb 900ft/min. Service ceiling 14,000ft. Max range with no reserves 1140km (617nm). T4 - Max speed 241km/h (130kt), max cruising speed 225km/h (122kt), long range cruising speed 198km/h (107kt). Initial rate of climb 1100ft/min. Service ceiling 15,500ft. Max range with no reserves 1005km (543nm).
Weights
115 - Empty 490kg (1080lb), max takeoff 750kg (1650lb). T4 - Empty 528kg (1165lb), max takeoff 793kg (1750lb).
Dimensions
Wing span 7.92m (26ft 0in), length 6.55m (21ft 6in), height 2.13m (7ft 0in). Wing area 11.2m2 (120sq ft).
Capacity
Seating for two, side by side.
Production
170 Victa built 100s and 115s, AESL production of 80.

The Weatherly 201/620

Country of origin
United States of America
Type
Agricultural aircraft
History
The Weatherly 201 and 620 agricultural aircraft were built in relatively small numbers from the late 1960s.
The Weatherly 201 and its successors date back to the Weatherly WM-62C agricultural aircraft, 19 of which were built between January 1961 and late 1965. The WM-62s were agricultural conversions of the basic Fairchild M-62 airframe, fitted with a chemical hopper, spray booms and either a Wright W-670 or Pratt & Whitney R-985 radial engine.
Weatherly used its experience in designing and converting the WM-62s in developing its own agricultural aircraft design. The resulting Model 201 was a larger aircraft overall of conventional ag aircraft configuration, with a low wing, a Pratt & Whitney R-985 radial, integral chemical hopper and spray booms and an enclosed cockpit for the pilot. The initial production 201, the 201A, was certificated in 1967, followed by the 201B, and the improved 201C was granted its type certificate in 1975. A unique feature was the use of wingtip vanes which were developed to increase the effective swath width, while reducing the amount of chemicals lost from the spraying swath (they could be folded back beneath the wings for hangar storage.
The Model 620 replaced the 201C in production from 1980. The 620 featured a longer span wing with optional wingtip vanes and a larger chemical hopper, but the same R-985 engine. The 620A had a 65USgal fuel capacity, the 620B had a 4in stretched fuselage to give a 88USgal capacity.
The Pratt & Whitney Canada PT6A-11AG turboprop powered 620TP joined the 620 in production in 1980, and featured a longer nose and a slightly larger chemical hopper. This 620TP was available as the 620A-TP and 620B-TP.
The 620B-TP was replaced by the 620B-TG which is powered by a 496kW (665shp) Honeywell TPE331-1 turboprop. The 620B and 620B-TG are still in low-rate production.
Powerplants
201C - One 335kW (450hp) Pratt & Whitney R-985 nine cylinder radial piston engine driving a two blade constant speed Hartzell propeller. 620 - Same except for a three blade constant speed prop. 620TP - One 375kW (500shp) Pratt & Whitney Canada PT6A-11AG turboprop.
Performance
201C - Typical cruising speed 170km/h (91kt). Initial rate of climb 960ft/min.620 - Endurance 2hr 30min. 620TP - Endurance 2hr 0min.
Weights
201C - Empty 1157kg (2550lb), max takeoff restricted category 2177kg (4800lb). 620 - Empty 1270kg (2800lb), max takeoff restricted category 2495kg (5500lb), design takeoff 1815kg (4000lb). 620TP - Empty 1135kg (2500lb), max takeoff restricted category 2450kg (5400lb), design takeoff 1815kg (4000lb).
Dimensions
201C - Wing span 11.89m (39ft 0in), length 8.29m (27ft 3in), height 2.48m (8ft 2in). Wing area 23.3m2 (251.5sq ft). 620 & 620TP - Wing span 12.50m (41ft 0in), or 14.33m (47ft 0in) with optional wingtip guide vanes.
Capacity
Pilot only in all models. Hopper capacity in 201C is 1022 litres (270US gal/225Imp gal); Hopper capacity in 620 is 1268 litres (335US gal/280Imp gal); Hopper capacity in 620TP is 1287 litres (340US gal/283Imp gal).
Production
The three model types were built in relatively small numbers (including more than 100 Model 201s). By mid 2000 at least 155 Model 620/620TPs had been built.

The Yakovlev Yak-18T

Country of origin
Russia

Type
Four seat light aircraft
History
One of the very few four seat light aircraft to be built in the Soviet Union during the Cold War years, the rugged Yak-18T has its basis in the Yak-18 series of two seat trainers.
The Yak-18 first flew in 1946 and went on to be built in massive numbers (including more than 8000 for the Soviet air force which used it as its standard military basic trainer for many decades). Most production was of the Yak-18A. Several single seat models were built for competition aerobatics, including the Yak-18P, Yak-18PM and Yak-18PS. Many have since appeared in the west.
The four seat Yak-18T was the last production model, and the most extensively modified. Compared with the single and two seat Yak-18 models, the Yak-18T introduced a much enlarged cabin with seating for four, tricycle undercarriage (single seat Yak-18PMs had tricycle undercarriage also), plus the 265kW (355hp) Vedneyev (now VOKBM) M14 nine cylinder radial engine.
First flight occurred in mid 1967 and the Yak-18T was then subsequently placed in series production in Smolensk. The Yak-18T went on to become the standard basic trainer with Aeroflot flight schools, while small numbers also entered service with the Soviet air force as liaison and communications aircraft. After approximately 200 were built, mainly for Aeroflot, production ceased in the late 1980s.
In 1993 the Smolensk Aircraft Factory placed the -18T back into production against a number of new contracts, including 20 for the Philippines air force. Several Yak-18Ts have also found their way into the west.
Meanwhile Technoavia offers its own development of the Yak-18T, the SM94, but production is dependant on orders being placed.
Compared with western four seat light aircraft, the Yak-18T is much larger, heavier and less economic to operate with a far more powerful engine, although it was never intended for private pilot operation. Its strong construction and military background has given it an aerobatic capability, while its general handling characteristics are docile.

Powerplants
One 265kW (355hp) Vedneyev/VOKBM M14P nine cylinder radial piston engine driving a two blade variable pitch metal propeller.
Performance
Max speed 295km/h (159kt), max cruising speed 250km/h (135kt), economical cruising speed 210km/h (113kt). Initial rate of climb 985ft/min. Service ceiling 18,120ft. Range with four people, max fuel and reserves 580km (313nm).
Weights
Empty 1217kg (2683lb), max takeoff (with four people) 1650kg (3637lb).
Dimensions
Wing span 11.16m (36ft 7in), length 8.39m (27ft 7in), height 3.40m (11ft 2in). Wing area 18.8m2 (202.4sq ft).
Capacity
Typical seating for four in touring role, often used as a trainer with two on board.
Production
Estimated Yak-18T production of 200, with more than 150 still in service in Russia. Production initially ceased in 1989, but resumed by the Smolensk Aircraft Factory in 1993.

The Yakovlev Yak-40

Country of origin
Russia

Type
Regional jet airliner
History
The Yak-40 was the first jet powered airliner in its class in service in large numbers anywhere in the world, preceding the ERJ-135 and 328JET by three decades.
Design of the Yak-40 resulted from a mid 1960s Aeroflot requirement for a replacement for the thousands of Lisunov Li-2s (Soviet built DC-3s), Ilyushin Il-12s and Il-14s (described separately) then in service. Aeroflot attached great significance to the Yak-40 program, as the aircraft was intended to operate regional services that accounted for 50% of Aeroflot's passenger traffic.
A S Yakovlev (after whom the design bureau is named) led the Yak-40 design team, and the program's existence was revealed on October 21 1966, when the first prototype made its maiden flight. The type went into production in 1967 and entered service with Aeroflot in September 1968. Production continued until 1978, with 1011 built by the Saratov aircraft factory, of which 125 aircraft were exported to 18 countries.
The Yak-40's most noticeable design feature is its trijet configuration, with three specially developed Ivchenko AI-25 two shaft turbofans. The three jet engine layout was chosen for increased redundancy (and hence better one engine out performance, allowing good short field performance). The unswept, high aspect ratio wing is also designed for good field performance. An APU and a ventral airstair in the rear fuselage allow autonomous operation at remote airfields. A high power-to-weight ratio allows the Yak-40 a good hot-and-high performance - operating economics was a lesser priority.
The Yak-40 remained basically unchanged during its production life, but a number of developments were proposed, including the Yak-40M, a 40 seat stretched development. For a time a US company, ICX Aviation, planned to build the type in the USA with western avionics and three Garrett TFE731 turbofans. The Yak-40TL twin engine conversion was also proposed. The main difference would have been the replacement of the Yak-40's three engines with two Lycoming LF 507s.
The Yak-40K is a cargo-passenger version with a port-side forward cargo door with a maximum payload of 3200kg (7055lb) in all freight configuration.
The Yak-40D has two additional fuel tanks to increase the total fuel capacity to 6000kg (13,200lb). The Yak-40DTS is a troop carrier and paramedic configuration. Other versions are equipped for calibration, meteorological research, testing and inspecting of radio-electronic equipment, and for use as an engine testbed.
Apart from airliner use, a number are in service as corporate or government transports with a VIP interior.

Powerplants
Yak-40 - Three 14.7kN (3300lb) Ivchenko AI-25 turbofans.

Performance
Yak-40 - Max cruising speed 550km/h (297kt), economical cruising speed 470km/h (254kt). Range with max payload of 32 passengers 1450km (780nm), range with max fuel 1800km (970nm).Yak-40D - Range with maximum fuel and reserves 2200km (1185nm).
Weights
Yak-40 - Empty 9400kg (20,725lb), max takeoff 16,000kg (35,275lb).Yak-40D - max takeoff 17,200kg (37,920lb)
Dimensions
Wing span 25.00m (82ft 0in), length 20.36m (66ft 10in), height 6.50m (21ft 4in). Wing area 70.0m2 (735.5sq ft).
Capacity
Flightcrew of three (two pilots and engineer). Typical passenger seating arrangement for 27 at three abreast and 78cm (30in) pitch. Maximum seating for 32 in a high density four abreast configuration. Some fitted with corporate interiors with seating arrangements for 12-15 passengers.
Production
Total Yak-40 production is 1011, of which approximately 750 were built for Aeroflot. Approximately 490 remained in airline service in late 2000, others are used as corporate transports.

The Yakovlev Yak-42

Country of origin
Russia

Type
Short range airliner
History
The Yak-42 trijet was developed as a replacement for Tupolev's Tu-134 twinjet and Antonov's An-24 turboprop.
The Yak-42 is an all new design although, like the Yak-40, it features a three engine configuration for increased redundancy and good short field performance. A moderately swept wing was a compromise between the need for good field performance and high speed cruise capabilities. An integral airstair, APU and double main undercarriage are all incorporated into the Yak-42 design for austere airfield operations. The Lotarev turbofan meanwhile was one of the first true turbofans to be developed in the Soviet Union.
The first of three prototypes flew on March 7 1975. Development flying revealed the need for increased wing sweep back, and the change of wing sweep angle and suspected development problems with the new three shaft turbofans delayed service entry to late 1980.
Most production was of the initial Yak-42. The Yak-42D was introduced in 1989 and became the standard production model. It features increased fuel capacity, taking range with 120 passengers to 2200km (1185nm).
The Yak-42T is a freighter design study. It would be fitted with a main deck freight door, and capacity would be 12 tonnes.
The Yak-42D-100 meanwhile is a development with a four screen AlliedSignal EFIS cockpit among other improvements. One was displayed at the 1993 Paris Salon (as the Yak-142). A VIP/corporate jet development is also offered.
The Yak242 was an all new design study with the Yak-42's cross section, two PS90A turbofans and seating for up to 180.

Powerplants
Three 63.7kN (14,330lb) ZMKB Progress (Lotarev) D36 turbofans.
Performance
Yak-42 - Max cruising speed 810km/h (437kt), economical cruising speed 750km/h (405kt). Range with max payload and reserves 1380km (745nm), with 120 passengers 1900km (1025nm), with 104 passengers 2300km (1240nm), with max fuel and 42 passengers 4100km (2215nm). Yak-42D - Range with 120 passengers 2200km (1185nm).
Weights

Yak-42 - Empty equipped with 104 seats 34,500kg (76,058lb), with 120 seats 34,515kg (76,092lb); max takeoff 57,000kg (125,660lb). Yak-42D - Max takeoff 57,500kg (126,765lb).
Dimensions
Wing span 34.88m (114ft 5in), length 36.38m (119ft 4in), height 9.83m (32ft 3in). Wing area 150.0m2 (1614.6sq ft).
Capacity
Flightcrew of two pilots, with provision for a flight engineer. High density single class seating for 120 at six abreast and 75cm (30in) pitch. Two class seating for eight premium class passengers at four abreast and 96 economy class at six abreast.
Production
More than 180 built, with most delivered to Aeroflot and its successors. Approx 150 were in commercial service in 1998.

The Zlin Trener & Akrobat

Country of origin
Czech Republic

Type
One and two seat aerobatic and training light aircraft

History
The renowned Zlin series of two seat Trener trainers and single seat Akrobat aerobatic aircraft was a great success, winning numerous world aerobatic championship titles during the 1960s.
The original Z 26 Trener was designed in response to a Czechoslovak government requirement for a two seat basic trainer for flying school and military use. The Z 26 was powered by a 78kW (105hp) Walter Minor 4III inline four cylinder engine, featured wooden construction and a fixed taildragger undercarriage. The prototype flew for the first time in 1947 and 16 production Z 26s were built before it was replaced from 1953 by the metal construction Z 126.
Development over a three decade production run resulted in numerous further improved variants. In 1952 Zlin introduced the Z 226 Trener6 which featured a more powerful 120kW (160hp) six cylinder Walter Minor 6III engine. The Z 226 was also built in single seat Z 226A Akrobat, glider tug Z 226B and Z 226T trainer forms.
The similar Z 326 TrenerMaster and single seat Z 326A Akrobat introduced retractable undercarriage, a feature that became standard on all subsequent models. Deliveries began in 1959. The Z 526 differed in that the pilot flew the aircraft from the rear, rather than the front seat, with optional tip tanks and a constant speed prop. The Z 526F introduced in 1968 had a 135kW (180hp) Avia M 137A engine, the otherwise similar Z 526L differed in being powered by a 150kW (200hp) Lycoming AIO360 flat four and was intended for export.
Single seat Z 526s were the Z 526A, Z 526AS, and Z 526AFS.
The Z 526 AFM was built between 1981 and 1984 and was powered by a 155kW (210hp) Avia M337 engine, had tip tanks and the Z 526AFS's lengthened fuselage.
Final development was the Z 726 series, the Z 726 Universal had reduced span wing, the Z 726K a 155kW (210hp) Avia M 337 engine.

Powerplants
Z 226 - One 120kW (160hp) Walter Minor 6III inverted inline six cylinder piston engine driving a two blade fixed pitch propeller. Z 526F - One 135kW (180hp) Avia M 137 A inverted inline six driving a two blade constant speed propeller.

Performance
Z 226 - Max speed 220km/h (120kt), normal cruising speed 195km/h (105kt). Initial rate of climb 950ft/min. Service ceiling 17,390ft. Range 485km (260nm). Z 526F - Max speed 244km/h (132kt), normal cruising speed 210km/h (113kt). Initial rate of climb 1180ft/min. Service ceiling 17,060ft. Range with standard fuel 475km (256nm), range with wingtip tanks 837km (452nm).

Weights
Z 226 - Empty 570kg (1257lb), max takeoff 820kg (1808lb). Z 526F - Empty 665kg (1465lb), max takeoff 975kg (2150lb).

Dimensions
Z 226 - Wing span 10.29m (33ft 9in), length 7.80m (25ft 7in), height 2.06m (6ft 9in). Wing area 14.9m2 (160.4sq ft). Z 526F - Wing span 10.60m (34ft 9in), length 8.00m (26ft 3in), height 2.06m (6ft 9in). Wing area 15.5m2 (166.3sq ft).

Capacity

Seating for two in Z 26, Z 126, Z 226, Z 326, Z 526 and Z 726. Pilot only in Z 226A, 326A, 526A, Z 526AF and Z 526AFS.

Production
More than 1400 of all variants built, many against military and government flying school orders.

The Zlin Z 42, Z 43, Z 142, Z 242 & Z 143

Country of origin

Czech Republic

Type
Two/four seat light aircraft

History

This series of two seat trainers and four seat light aircraft was initially developed to replacement for the successful Zlin Trener.
The initial Z 42 was developed during the mid 1960s and seats two side by side. It flew for the first time on October 17 1967. The improved Z 42M meanwhile introduced a constant speed propeller and the larger tail developed for the Z 43 four seater, and replaced the Z 42 in production in 1974.
Development of the two seat line continued with the further improved Z 142, which flew for the first time on December 29 1979. Changes introduced included a larger cockpit canopy and faired undercarriage. The Z 142 remained in production in Z 142C form to the mid 1990s. The latest two seater of this family to be developed is the 150kW (200hp) Textron Lycoming AEIO360 flat four powered Z 242 L. Changes aside from the engine include a three blade constant speed prop and revised engine cowling profile. First flight was on February 14 1990.
Development of the four seat models, the Z 43 and Z 143, has followed that of the two seaters. The Z 43 appeared a year later than the Z 42, flying for the first time on December 10 1968. The Z 42 and Z 43 share the same basic airframe, but differ in that the Z 43 features a larger and wider cabin with seating for four, and a more powerful engine. The current Z 143 L flew for the first time on April 24 1992, and is similar in structure to the Z 242, but again differs in having a larger cabin with seating for four and a more powerful Textron Lycoming O-540 engine.

Powerplants
Z 43 - One 155kW (210hp) Avia M 337 six cylinder inline inverted piston engine driving a two blade propeller. Z 242 L - One 150kW (200hp) Textron Lycoming AEIO-360-A1B6 flat four driving a three blade c/s prop. Z 143 - One 175kW (235hp) Textron Lycoming O540J3A5 flat six driving a three blade variable pitch Mühlbauer prop.

Performance
Z 43 - Max speed 235km/h (127kt), cruising speed 210km/h (113kt). Initial rate of climb 690ft/min. Range with max fuel 1100km (595nm). Z 242 L - Max speed 236km/h (127kt), max cruising speed 214km/h (114kt). Initial rate of climb 1102ft/min. Range with max fuel 1056km (570nm). Z 143 - Max speed 265km/h (143kt), max cruising speed at 75% power 235km/h (127kt), econ cruising speed at 60% power 216km/h (226kt). Initial rate of climb 1457ft/min. Range at 65% power 1335km (720nm).

Weights
Z 43 - Empty 730kg (1609lb), max TO 1350kg (2976lb). Z 242 L - Basic empty 730kg (1609lb), max TO 1090kg (2403lb). Z 143 - Empty equipped 830kg (1830lb), max TO 1350kg (2976lb).

Dimensions
Z 43 - Wing span 9.76m (32ft 0in), length 7.75m (25ft 5in), height 2.91m (9ft 7in). Wing area 14.5m2 (156.1sq ft). Z 242 L - Wing span 9.34m (30ft 8in), length 6.94m (24ft 9in), height 2.95m (9ft 8in). Z 143 - Wing span 10.14m (33ft 3in), length 7.58m (24ft 11in), height 2.91m (9ft 7in). Wing area 14.8m2 (159.1sq ft).

Capacity
Seating for two in tandem in Z 42, Z 142 and Z 242, seating for four in Z 43 and Z 143.

Production
Total production includes more than 350 142s, approx 40 Z 242 Ls and 35 Z 143s, including military orders.