Yazd Airlines Fleet

The fleet of Yazd Airlines consists of Airbus 310 and BAE146 aircraft.



Airbus 310

The A310’s range exceeds that of all the A300 models, except for the A300-600, which surpasses the A310-200. This feature has led to the aircraft being used extensively on transatlantic routes. The A300 and A310 introduced the concept of commonality: A300-600 and A310 pilots can qualify for the other aircraft with one day of training.
Like its sister aircraft, the A300, the A310 has reached the end of its market life as a passenger and cargo aircraft. There have been no new A310 passenger orders since the late 1990s, and only a few freighter orders remain. The A310 (along with the A300) ceased production in July 2007, though five orders from Iraqi Airways remained on the books until July 2008. The remaining freighter sales are to be fulfilled by the new A330-200F derivative.
Launched in 1978, it was the second aircraft created by the Airbus consortium of European aerospace companies, which is now fully owned by EADS. The A310 is a shortened derivative of the A300, the first twin-engined widebody airliner. The A310 (along with the A300) officially ceased production in July 2007 although the last delivery was in June 1998.
Airbus introduced electronic flight instrument displays in the A310 flight deck that replaced many of the traditional analogue dials on the main instrument panel. The A310 “glass cockpit” used six computer-driven cathode ray tube displays to show centralized flight and navigation information and monitoring and warning data. With the A310-200, Airbus also introduced the use of lighter-weight carbon fiber reinforced plastic on secondary structures such as spoilers, airbrakes and rudder (after an earlier trial on the A300).
The -300 model had an increased maximum take-off weight (337,300 lbs) and an increase in range (4,830 statute miles), provided by additional center and horizontal stabilizer fuel tanks. On the -300, Airbus first used composites on primary structures and added drag-reducing wing-tip devices that improved fuel efficiency.
The aircraft was formally launched in July 1978 for Lufthansa and Swissair. A further development of the A300, the aircraft was initially designated the A300 B10. Essentially a “baby” A300, the main differences in the two aircraft are
Shortened fuselage – same cross section, providing capacity of about 200.
Redesigned wing – designed by British Aerospace who rejoined Airbus consortium
Smaller vertical fin
The A310 was marketed as an introduction to widebody operations for developing airlines. The A310 was replaced in Airbus’ lineup by the highly successful A330-200, which shares its fuselage cross-section. Between 1983 and the very last aircraft produced 1998, 255 A310s were delivered by Airbus.
The A300 and A310 established Airbus as a competitor to Boeing and allowed it to go ahead with the more ambitious A320 and A330/A340 families.
A310-200 The first A310, the 162nd Airbus off the production line, made its maiden flight in April 1982 powered by Pratt & Whitney JT9D engines. The -200 entered service with Swissair and Lufthansa a year later. Also the late series -200 also featured winglets just like the -300.
A310-200C A convertible version, the seats can be removed and cargo placed on the main deck.
A310-300 First flown in July 1985, the -300 has an increased MTOW and an increase in range, provided by additional centre and horizontal stabilizer (trim-tank) fuel tanks. This model also introduced wingtip fences to improve aerodynamic efficiency, a feature that has since been retrofitted to some -200s. The aircraft entered service in 1986, again with Swissair. No production freighters of the A310 were produced. Operators such as FedEx instead adapt ex-airline A310s into freighters. Most have been the -300 version.
A convertible passenger/cargo version, the seats can be removed and cargo placed on the main deck.
A310 MRTT of the German LuftwaffeA310 MRTT:The A310 has been operated by many of the world’s airforces as a pure transport, however some are now being converted to the “Multi Role Tanker Transport” configuration by EADS, providing an aerial refueling capability. Six have been ordered; four by the German Luftwaffe and two by the Canadian Forces. Deliveries began in 2004. Three are being converted at EADS’ Elbe Flugzeugwerke (EFW) in Dresden, Germany; the other three at Lufthansa Technik in Hamburg, Germany. The Chilean Air Force has recently purchased two second-hand A310s to replace its ageing 707-320 ‘Aguila’ tanker and transports. The first was received in October 2007.

BAe 146-300


BAe 146

The British Aerospace 146 started its life as a concept design in the early 1970s. Specifically, August 1973 saw Hawker Siddeley propose a 70-seat regional jet, which it dubbed the HS 146. With this design, the British manufacturer looked to fill the gap between its HS 748 turboprop, and existing small jetliners like the Boeing 737 and BAC 1-11. The British government at the time was convinced by the idea and agreed to fund 50% of the project. However, in October 1974, development stopped as the world experienced an economic slowdown. This arose due to the previous year’s oil crisis.
When British Aerospace launched the BAe 146, it emphasized the aircraft’s quietness and low consumption levels. The type made its first flight 40 years ago yesterday, on September 3rd, 1981. This came three months after the series had received its first order, from former Argentinian carrier LAPA (Líneas Aéreas Privadas Argentinas).
Following the first flight, British Aerospace produced a further two prototype BAe 146s. At the beginning of the aircraft’s production, there were two variants: the smaller 146-100, and the larger 146-200. Despite predicting the -100 would be the more successful version, as orders rolled in, it became evident that airlines preferred the larger -200.
In February 1983, the BAe 146 received its Certificate of Airworthiness. This allowed it to enter revenue-earning service, which it did with Dan-Air in May 1983. At the time of its introduction, it was considered to be the quietest jetliner in the world. Dan-Air’s inaugural flight with the BAe 146 was a service from London Gatwick to Bern in Switzerland.
The BAe 146 / Avro RJ is a high cantilever wing, T-tail airliner carrying four jet engines on pylons beneath the main wings. It is arguably Britain’s most successful jet program. BAe 146 had some unusual design characteristics for a jet airliner, but its performance aeronautically and economically cannot be disputed.
The BAe 146 was marketed as a low-maintenance, low operating cost, feeder airliner. Design simplicity was the priority. Many components were off-the-shelf products that could be easily sourced with a minimum of specialized tooling required. This went a long way to keeping the maintenance cost of this airliner down. There were no leading edge slats and the top panel of the main wing was a single piece. Designed for the regional and short-haul markets, the 146 was manufactured from 1983 until 2002. The aircraft was offered in three variants, 146-100, 146-200, and 146-300. The equivalent Avro variants were RJ70, RJ85, and RJ100. More about that later and see the table at the bottom for more details.
Against predictions, the -200/RJ85 were the best sellers. Each of the variants also came in cargo versions which were denoted by the QT following the variant number, eg. BAe 146-100QT. This stood for Quiet Trader. There was also a QC option which stood for Quick Change. The aircraft would carry passengers during the day, and then at night, the modular seats would be removed to enable the carriage of freight. The passenger cabin of the aircraft had a standard configuration of 5 abreast seating, although a high-density 6 abreast configuration was also on offer.