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NAMC YS-11

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Template:Short description Template:Expand Japanese Template:Infobox aircraft

The NAMC YS-11 is a turboprop airliner designed and built by the Nihon Aircraft Manufacturing Corporation (NAMC), a Japanese consortium. It was the only post-war airliner to be wholly designed and manufactured in Japan until the development of the Mitsubishi SpaceJet during the 2010s, roughly 50 years later.<ref name="AviationWeekSTMitsubishiLeadsJapaneseAircraftResurgence">Template:Cite magazine</ref><ref name=ans1/>

Development of the YS-11 can be largely attributed to Japan's Ministry of International Trade and Industry (MITI), which had encouraged Japanese aircraft companies to collaborate on the development of a short-haul airliner as early as 1954. In 1959, NAMC was formed to design and produce an aircraft to satisfy MITI's requirements, dubbed the YS-11. On 30 August 1962, the first prototype performed its maiden flight. Deliveries commenced on 30 March 1965, and commercial operations began the following month. The majority of orders for the type were issued from various Japanese airlines. While sales to such customers were swift in the YS-11's initial years of availability, this limited market soon became saturated, leading to a slump in demand.

Production of the type came to an end in 1974 as a result of efforts to increase sales to international clients, including the creation of the better YS-11A variation. In the end, the YS-11 had shown that Japan was capable of building an airliner, but NAMC had racked up a huge debt, and the type is generally regarded as a commercial failure. Large numbers of the type continued to be in service until 2006, at which point tighter Japanese aircraft regulations imposed by the Ministry of Land, Infrastructure, Transport and Tourism necessitated either the withdrawal or refitting of all YS-11s. By 2018, only a single example reportedly remained in commercial service.

Development and designEdit

OriginsEdit

File:YS-11 Wind tunnel model.jpg
A wind tunnel model of the YS-11

During the mid-to-late 1950s, the Japanese Ministry of International Trade and Industry (MITI) identified a requirement for a short-haul airliner to replace Douglas DC-3s flying on Japan's domestic routes, and encouraged companies in Japan's aircraft industry to collaborate to develop and produce a domestic airliner to meet this need. Towards this purpose, in May 1957, the Commercial Transport Design Research Association was established and the availability of government subsidies guaranteed. From the government's viewpoint, the development of such an airliner was viewed as a key initiative towards the post-war revival of the nation's aircraft companies, which came in addition to the serious ambition to become a major international competitor in the global airliner business.<ref name = "nyt piedmont"/> Furthermore, while this requirement had been conceived primarily in a commercial context, there was an early recognition of the value for multiple branches of the Japanese Defense Agency (JDA) to be readily able to adopt the type as well; as a philosophy, this not only extended to the prospective airliner itself, but the various technologies involved in its development and manufacture.<ref name=":0"/>

In response to this encouragement, during 1957, a joint venture between Mitsubishi Heavy Industries, Kawasaki Heavy Industries, Fuji Heavy Industries, Shin Meiwa, Showa Aircraft Industry Company and Japan Aircraft Industry Company was established for the purpose of developing and manufacturing the envisioned airliner. Two years later, this partnership was formalised as the Nihon Aeroplane Manufacturing Company (NAMC).<ref name="Endres p22">Endres 1996, p. 22.</ref><ref name="JAWA66 p107">Taylor 1966, p. 107.</ref> The ownership of NAMC was initially divided between the Japanese government, which held 54% of the shares, while the constituent aircraft manufacturers held an 18% stake and several components/materials suppliers owned 11%; the remaining shares were small stakes belonging to various banks, insurance companies, and stock firms who chose to invest in the programme. However, NAMC was essentially a "paper company", being reliant upon both personnel and infrastructure provided by its constituent manufacturers.<ref name=":0">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name = "oda 2245">Odagiri, Odagiri and Akira 1996, pp. 224-225.</ref>

NAMC designed a low-winged twin-turboprop-engined monoplane, capable of seating up to 60 passengers, dubbed the YS-11.<ref name = "oda 224">Odagiri, Odagiri and Akira 1996, p. 224.</ref> Amongst the design team was Jiro Horikoshi, who had previously been the designer of the famed wartime Mitsubishi A6M Zero fighter.<ref>"Jiro Horikoshi, 78, Dies in Tokyo; Designer of Zero Fighter Aircraft."New York Times, 12 January 1982. Retrieved: 8 September 2016.</ref> Another prominent engineer on the project was Teruo Tojo, the second son of Prime Minister Hideki Tojo, who later became chairman of Mitsubishi Motors.<ref name=":0" /> The twin-engined YS-11 was projected as delivering similar operational performance to the four-engined British-built Vickers Viscount, while possessing 50% greater capacity than the similarly configured Dutch-built Fokker F27 Friendship. MITI supervised the pricing of the aircraft in order to ensure that it was competitive with the American-built Martin 4-0-4.<ref name=":0" />

Although the tentative aircraft was mainly designed and manufactured in Japan, the engine selected to power the airliner was the 2,275 kW (3,050 ehp) Rolls-Royce Dart RDa.10/1 powerplant, which was both developed and produced by British-based company Rolls-Royce.<ref name="Endres p23">Endres 1996, p. 23.</ref> Furthermore, according to author Stephen C Mercado, due to the lack of available domestic technology at the time, several of the key aircraft systems, such as cabin pressurization, were copied from foreign sources; such information was gleaned from a combination of Japanese airlines, trading companies and diplomats.<ref name=":0" /> Throughout the YS-11's production lifetime, its electronic equipment, avionics, mechanical and fuselage components were supplied by a combination of Japanese companies and foreign suppliers.<ref name=":0" />

NameEdit

The “YS” of the YS-11 comes from a combination of the first letter sounds of the two Japanese words yusō (transport) and sekkei (design), which refer to the Association for Research on Transport Aircraft Design (Yusōki sekkei kenkyū kyōkai). Meanwhile, the first “1” of the “11” refers to the various engine candidates considered for the YS-11; the Rolls-Royce Dart RDa.10/1, which was the engine selected, had been designated “number 1.” The second “1” refers to the aircraft specification plan selected for the YS-11, which had been one among many plans that differed by wing placement and size. There had also been a “plan 0” at one point.

A catchphrase developed around the public reveal of the YS-11 mockup, which was “Let’s meet on the 11th at Sugita in Yokohama.” Here, Yokohama represented the “Y,” the Sugita neighborhood stood for the “S,” and the 11th referred both to the plane and to the date of the public reveal (December 11, 1958). Because of this, it became common to read the “11” in “YS-11” as “eleven” (jūichi in Japanese). For those involved in designing the plane, meanwhile, the designation had originally been pronounced “YS-one-one” (or YS ichi ichi).

Into flightEdit

On 30 August 1962, the first prototype performed its maiden flight from Nagoya Airport; it was soon followed by the second prototype, flying on 28 December 1962. Early flight testing revealed several issues to troubleshoot, including poor steering, excessive vibration and noise.<ref name = "oda 225">Odagiri, Odagiri and Akira 1996, p. 225.</ref> There was also an acute lack of safety during sideways maneuvers; the wake of the propeller produced abnormal forces that inclined the aircraft to the right; all of the rudders were ineffective; and the maneuverability was worst of all. These problems produced a tailspin during the flight test, and were the direct cause of a crash. This was known as the “three rudder problem.”

In one prestigious early flight of the type, All Nippon Airways used a YS-11 to carry the Olympic torch in the run-up to the 1964 Summer Olympics in Tokyo.<ref name=":1">Template:Cite news</ref> It received its Japanese Type certificate on 25 August 1964, while American Federal Aviation Administration (FAA) certification followed on 9 September 1965.<ref name="Endres p23" /><ref name = "oda 225"/> Prior to applying for certification, the FAA had been involved in the programme at NAMC's invitation, performing informal project reviews so that defects could be identified and eliminated early on.<ref name=":0" />

During the late 1960s, a lack of significant international sales led to the programme incurring persistent losses, the outstanding debt eventually growing to $600 million.<ref name=ans1>Anselmo, Joe. "Milestone for the MRJ." Aviation Week & Space Technology, 24 October 2014. Accessed: 25 October 2014.</ref> Due to the organisation of the programme, the aircraft manufacturers themselves did not have any of this debt apportioned to themselves, NAMC being held solely responsible; Mercado criticised this approach as it meant there was no incentive for the individual companies to make cost savings while simultaneously guarantee profit to them on every plane produced.<ref name=":0" /> Furthermore, it had been alleged that some participants saw the YS-11 as only a training programme to develop their employees' skills, rather than a serious commercial initiative; some participants chose to rotate large numbers of staff in and out of the project for brief periods before re-tasking them to work on internal projects.<ref name=":0" />

Mercado claims that the programme's operational mindset was closer to that of a military project than a commercial one, while a preoccupation with government-issued performance criteria obstructed considerations towards the actual desires of the commercial operators, such as operating costs and cabin configuration, that the YS-11 was marketed towards.<ref name=":0" /> As this was Japan's first, and for a long time only, post-war airliner, NAMC lacked any staff with experience in marketing towards airlines, a disadvantage against the salesmen of rival airframers. This failure to address a crucial factor in acquiring new customers has been attributed as a major contributing cause of the programme's poor commercial reception.<ref name = "oda 2256">Odagiri, Odagiri and Akira 1996, pp. 225-226.</ref>

The end of the YS-11 programme was precipitated by the 1971 Smithsonian Agreement, which led to an appreciation in the value of the Japanese yen and the resulting impact upon the nation's economy.<ref name=":0" /> By this point, it was clear that there was little chance that the YS-11 could ever come close to breaking even.<ref name=":0" /> These myriad factors contributed to the decision for production to be terminated after the completion of 182 aircraft. On 11 May 1973, the last YS-11 was delivered to the Japanese Maritime Self-Defence Force (JMSDF).<ref name="Endres p26-7">Endres 1996, pp. 26–27.</ref>

Operational historyEdit

On 23 October 1964, the first production YS-11 conducted its first flight; it was delivered to its customer on 30 March 1965. During April 1965, initial airline operations commenced with launch customer Toa Airways.<ref name="Endres p23"/> By 1968, the YS-11 programme accounted for about half of all aircraft production taking place in Japan that year.<ref name=":0" /> Early deliveries were mainly made to Japanese airlines, but orders for the type slowed drastically after the satisfaction of the outstanding needs of the Japanese commuter airlines for which the aircraft had been designed. Initial attempts were made to market the airliner towards various countries across Southeast Asia; at one point, the Japanese government was allegedly encouraging such sales as a form of war reparations.<ref name=":0" />

Seeking to make the aircraft more attractive to the highly active North American market, NAMC decided to develop the YS-11A, a new variant which possessed a higher gross weight. During 1966, a lease agreement was signed between NAMC and Hawaiian Air Lines, a move which was hailed as the "first step" in the programme's new America-focused campaign.<ref name=":0" /> While a number of aircraft would be sold internationally, these were often at a loss as the sales price had been set so low, deliberately as to undercut competing airliners, but paid little heed to production costs; this deficit led to losses mounting more rapidly than anticipated.<ref name=":0" />

A major customer for the YS-11 was the American operator Piedmont Airlines, who had been seeking the optimal modern airliner to serve their existing routes, which mostly comprised a number of small, mountainous airports. After evaluating numerous aircraft around the world, the company determined that the Japanese airliner was the most suitable; according to Piedmont's president, Thomas H Davis: "The YS‐11 was the only one we could find which would do it on an economical basis".<ref name = "nyt piedmont">"The YS‐11 Solves a Problem for Piedmont." New York Times, 31 May 1970.</ref> During October 1967, Piedmont Airlines ordered a batch of ten YS-11A-200s along with an option for an additional ten aircraft for $22.5 million.<ref name="Endres p24">Endres 1996, p. 24.</ref> The company was so impressed by its performance, it both exercised the option for ten aircraft and purchased an additional YS-11, operating a combined fleet of 21 YS-11s by mid-1970.<ref name = "nyt piedmont"/><ref>Lehman 2013, p. 61.</ref> Piedmont would be the type's largest international operator; ultimately, no other airline would place another order of this scale.<ref name=":0" />

End of productionEdit

Commercial sales of the YS-11 began to stall without a stable structure in place for sales. Especially outside of Japan, the YS-11 was forced to compete with other country's models with long-term low deferred interest payments. Nor was it rare for NAMC to have to sell the YS-11 at a discount, as this was Japan's first commercial airliner since the end of World War II, and had no proven track record. Additionally, it was also said that there was mismanagement of the program's cost management, as initial estimates had neglected to include the cost advertising or company administration. Moreover, because multiple companies were involved with the aircraft manufacturing, it was unclear who held ultimate responsibility, nor could the price of delivered parts be reduced. An increase in former government employees appointed to the company began to spread a culture of bureaucracy, making necessary drastic management reforms impossible and further increasing the program's deficit.

In particular, there was deficit in sales activities outside of Japan that were a result of fundamental problems in NAMC's administrative activities in the United States, as indicated by the Japanese government Board of Audit;<ref name="Board of Audit Japan">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> this is to say nothing of the unforeseen loss due to a less favorable currency exchange that resulted after the American government switched to a floating exchange rate in 1971. When Jenks Caldwell of Charlotte Aircraft Corporation, a sales dealer of used aircraft and aviation parts headquartered in North Carolina, expressed a strong desire to become a sales agent in the United States through a modification of YS-11A, NAMC signed an exclusive agency contract with his company to manage sales for North America, Latin America and Spain. However, Charlotte Aircraft did not actually carry out the promised activities, and when a sales agreement with Piedmont Airlines was concluded with Mitsui, Charlotte Aircraft demanded damages under their status as exclusive dealer, and Piedmont Airlines and Cruzeiro do Sul handed over 33 used aircraft traded in for YS-11 to Charlotte Aircraft; Japan's Board of Audit complained these actions were unfair.<ref name="Board of Audit Japan"/> This event became a problem in the Diet, and the managing director of NAMC resigned. NAMC had no experience of selling passenger planes, and so it concluded a contract with Charlotte Aircraft without conducting an investigation into the company's trustworthiness or business practices, nor without creating a clause in the event Charlotte Aircraft refused to conduct sales. When the contract with Charlotte Aircraft was terminated, NAMC was forced to pay 23,000,000 yen and turn over used aircraft.

In addition, any requests for a reduction in sales price or delayed payments by airlines had to be reviewed by governmental organizations like the Ministry of Finance or the Ministry of International Trade and Industry. It was said that there were many instances of contracts that could not be concluded due to the absence of the various ministry's approval.

By 1994, 112 YS-11s remained in service; the lengthy service life of the type, despite the short manufacturing lifespan, has been hailed by some officials as evidence of the type being successful in some respect.<ref name=":0" /> The YS-11 was slowly phased out by Japanese airlines up until the early 2000s, at which point the withdrawal rate spiked in response to new directives issued by the Ministry of Land, Infrastructure, Transport and Tourism that required all commercial aircraft in Japan to be fitted with a Traffic Collision Avoidance System (TCAS); any aircraft lacking TCAS were forced to cease operations at the end of 2006. Reportedly, equipping a YS-11 with TCAS had been estimated as costing around ¥100 million (about US$1 million), such a refit was deemed economically unsound. Those aircraft that remained in a flight-worthy condition were typically sold to foreign companies. On 30 September 2006, Japan Air Commuter Flight 3806 marked the final flight of a YS-11 within Japan's commercial aviation industry.<ref>"Farewell to the wings of YS-11."Template:Dead link Yomiuri Online (Yomiuri Shimbun)</ref>

In 2007, the YS-11 was added to the Mechanical Engineering Heritage of Japan as item number 13. Template:Asof, fifteen were operated by the Japanese military, and two in Mexico.<ref>Template:Citation</ref> Template:As of, only eight remained in service with the Japan Air Self-Defense Force, which were being used for flight checks and other ancillary purposes.<ref name=":1" /> Template:As of, two aircraft remain in commercial service in South America and Africa.<ref name=":2">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Template:As of, the Japan Air Self-Defense Force retired the YS-11 after 57 years of service.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

VariantsEdit

YS-11
YS-11-100
Initial production variant. 23,500 kg (51,810 lb) gross weight. 48 built.<ref name="Endres p24"/>
YS-11A-200
Increased gross weight (24,500 kg (54,010 lb) passenger airliner.<ref name="Endres p24"/>
YS-11A-300
Combi version of YS-11-200, fitted with large cargo door and capable of carrying both passengers and freight.<ref name="Endres p24"/>
YS-11A-400
Pure cargo version of -200, used only by Japanese defence forces.<ref name="Endres p24"/>
YS-11A-500
Passenger airliner with further increased (25,000 kg (55,110 lb)) gross weight produced from 1970.<ref name="Endres p24,6">Endres 1996, pp. 24, 26.</ref>
YS-11A-600
Combi version of -500.<ref name="Endres p26">Endres 1996, p. 26.</ref>
YS-11E
JASDF "Super YS" powered by T64-IHI-10J.

Customer variantsEdit

  • YS-11-101: TOA Domestic Airlines
  • YS-11-102: All Nippon Airways
  • YS-11-103: Japan Air Self Defense Force
  • YS-11-104: Japan Civil Aviation Bureau
  • YS-11-105: Japan Air Self Defense Force
  • YS-11-106: Japan Domestic Airlines
  • YS-11-107: Filipinas Orient Airways
  • YS-11-108: Japan Domestic Airlines
  • YS-11-109: Japan Domestic Airlines
  • YS-11-110: Japan Civil Aviation Bureau
  • YS-11-111: All Nippon Airways
  • YS-11-113: Japan Maritime Self Defense Force
  • YS-11-114: TOA Airways
  • YS-11-115: Aeronautic College
  • YS-11-116: Filipinas Orient Airways
  • YS-11-117: Hawaiian Airlines
  • YS-11-118: Japan Civil Aviation Bureau
  • YS-11-120: LANSA
  • YS-11-121: Filipinas Orient Airways
  • YS-11-124: Japan Domestic Airlines
  • YS-11-125: Cruzeiro do Sul
  • YS-11-128: Austral (later Austral Líneas Aéreas)
  • YS-11-129: TOA Airways
  • YS-11A-201: NAMC
  • YS-11A-202: Cruzeiro do Sul
  • YS-11A-205: Piedmont Airlines
  • YS-11A-206: Japan Maritime Self Defense Force
  • YS-11A-207: Japan Maritime Safety Agency
  • YS-11A-208: All Nippon Airways
  • YS-11A-209: Southwest Air Lines
  • YS-11A-211: VASP
  • YS-11A-212: VASP
  • YS-11A-213: All Nippon Airways
  • YS-11A-214: Southwest Air Lines
  • YS-11A-217: Japan Domestic Airlines
  • YS-11A-218: Japan Air Self Defense Force
  • YS-11A-219: China Airlines
  • YS-11A-220: Olympic Airways
  • YS-11A-222: TOA Airways
  • YS-11A-223: All Nippon Airways
  • YS-11A-227: Japan Domestic Airlines / TOA Airways
  • YS-11A-301: Korean Air Lines
  • YS-11A-305: Japan Air Self Defense Force
  • YS-11A-306: Transair
  • YS-11A-307: Japan Domestic Airlines
  • YS-11A-309: Aerotransportes Litoral Argentino (later Austral Líneas Aéreas)
  • YS-11A-310: Korean Air Lines
  • YS-11A-313: TOA Airways
  • YS-11A-314: Air Afrique
  • YS-11A-321: Air Gabon
  • YS-11A-402: Japan Air Self Defense Force
  • YS-11A-404: Japan Maritime Self Defense Force
  • YS-11A-500: Piedmont Airlines
  • YS-11A-523: Philippine Civil Aeronautics Administration
  • YS-11A-621: Trans Gabon
  • YS-11A-623: Pelita Air Service
  • YS-11A-624: Japan Maritime Self Defense Force
  • YS-11A-626: Reeve Aleutian Airways

OperatorsEdit

File:Mey-Air NAMC YS-11A LN-MTA.jpg
Mey-Air YS-11 in 1971
File:NAMC YS-11A N254P Piedt DCA 13.04.72 edited-1.jpg
Piedmont Airlines YS-11A at Ronald Reagan Washington National Airport in Crystal City, Virginia, with the United States Capitol in the background in 1972
File:NAMC YS-11A-309 LV-JIJ Austral AEP 26.04.72 edited-2.jpg
NAMC YS-11A of Austral Líneas Aéreas at Aeroparque Jorge Newbery in 1972
File:Mid Pacific Air NAMC YS-11A-659 Silagi-1.jpg
Mid Pacific Air NAMC YS-11A-659 at Honolulu International Airport in 1982
File:All Nippon Airways NAMC YS-11 (JA8743) in 1983 livery.jpg
All Nippon Airways in 1990
File:Air Caribbean NAMC YS-11 Spijkers.jpg
Air Caribbean YS-11 in 1999
File:NAMC YS-11A, Phuket Air AN0923039.jpg
Phuket Air YS-11A-200 in 2005
File:AsianSpirit-Loakan-Baguio-2006.jpg
YS-11 at Loakan Airport, Baguio City, Philippines in 2006
File:Asianspirit.jpg
An Asian Spirit YS-11 in the Philippines in 2007

Civil operatorsEdit

Former and present operators of the NAMC YS-11 include:

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File:Airlink International Airways NAMC YS-11 Volpati.jpg
An Airlink International Airways NAMC YS-11 at Ninoy Aquino International Airport.

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Former military operatorsEdit

File:NAMC YS-11A, Greece - Air Force AN0192354.jpg
NAMC YS-11A of the Greek Air Force (1993)
File:JASDF YS-11 Special marking.JPG
YS-11P Special painting for the 50th anniversary (2008)
File:NAMC YS-11EB (YS-11A-305), Japan - Air Force AN1722042.jpg
YS-11EB (2010)
File:NAMC YS-11EB, Japan - Air Force AN1913282.jpg
YS-11EB (2011)
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Template:JPN

JSDF delivery breakdown: JASDF
2 YS-11EA for Electronic Warfare
4 YS-11EB for ELINT
3 YS-11FC for Flight Checker
1 YS-11NT for Navigation Trainer
3 YS-11P for Passenger/VIP Transport

JMSDF
2 YS-11M for Freighter
2 YS-11M-A for Freighter
6 YS-11T-A for MPA trainer<ref name=airliners.net>Kawasaki XP-1 As YS-11 Replacement Airliners.net, military aviation and space forum</ref>

Accidents and incidentsEdit

There have been over twenty hull loss accidents involving YS-11 aircraft.

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  • 20 October 1969, All Nippon Airways Flight 104 overran the runway at Miyazaki Airport, Japan. All four crew and 49 passengers survived.<ref name=JA8708>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

|CitationClass=web }}</ref> The aircraft, its crew, and seven passengers are still held in North Korean territory.<ref>Kim Tae Hong, "141 Days of Hell, What about 40 Years?" NK Daily, 7 August 2009.</ref>

  • 12 August 1970, China Airlines Flight 206 crashed into Yuan Mountain on approach to Taipei, Taiwan. Two crew and 12 passengers were killed.<ref name=B156>{{#invoke:citation/CS1|citation

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  • 3 July 1971, Toa Domestic Airlines Flight 63 flew into Yokotsu Mountain while on approach to Hakodate Airport, Japan. All four crew and 64 passengers were killed, the worst loss of life in an accident involving the YS-11.<ref name=JA8674>{{#invoke:citation/CS1|citation

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  • 7 November 1971, A VASP YS-11 was destroyed by fire after a candle was lit inside when the aircraft was being guarded overnight after being bogged down at Aragarças Airport in Aragarças, Brazil. Both guards were killed.<ref name=PPSML>{{#invoke:citation/CS1|citation

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  • 12 April 1972, a VASP flight between São Paulo and Rio de Janeiro crashed Template:Convert north of Rio de Janeiro. All four crew and 21 passengers were killed.<ref name=PPSMI>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref><ref>Template:Cite book</ref>

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  • 21 October 1972, Olympic Airways Flight 506 en route from Corfu (Kerkyra) to Athens crashed into the sea in Voula whilst attempting an approach to Ellinikon International Airport, Athens, in a heavy storm. One crew member (the co-pilot) and 36 passengers were killed, while the captain, the two stewardesses and 16 passengers survived.<ref name=SXBBQ>{{#invoke:citation/CS1|citation

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  • 23 October 1973, a VASP YS-11 overran the runway at Santos Dumont Airport, Rio de Janeiro after a rejected take-off and ended up in Guanabara Bay. Eight passengers were killed.<ref name=PPSMJ>{{#invoke:citation/CS1|citation

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  • 28 May 1975, TOA Domestic Airlines Flight 621 was damaged beyond repair in a landing accident at Osaka International Airport when a tyre burst and the aircraft departed the runway.<ref name=JA8680>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

  • 23 November 1976, Olympic Airways Flight 830 flew into Mount Metaxas near the village of Servia in Kozani, Greece, in low clouds and almost zero visibility. All four crew and 46 passengers were killed.<ref name=SXBBR>{{#invoke:citation/CS1|citation

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  • 11 March 1983, Nihon Kinkyori Airlines Flight 497 undershot the runway at Nakashibetsu Airport, Japan.<ref name=JA8693>{{#invoke:citation/CS1|citation

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  • 13 January 1987, a Mid Pacific Air YS-11 force landed in a field at Remington, Indiana after both engines were mismanaged.<ref name=N906TC>{{#invoke:citation/CS1|citation

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  • 10 January 1988, TOA Domestic Airlines Flight 670 overran the runway at Miho-Yonago Airport, Yonago, Japan after a rejected take-off and ended up in the sea. Aircraft had not been de-iced prior to take-off.<ref name=JA8662>{{#invoke:citation/CS1|citation

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  • 15 March 1989, a Mid Pacific Air YS-11 undershot the runway at Purdue University Airport, Lafayette, Indiana due to loss of pitch control caused by icing on the tail. The aircraft was on a positioning flight, both crew members were killed.<ref name=N182MP>{{#invoke:citation/CS1|citation

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  • 24 June 1996, an Air Philippines YS-11 struck a ground power unit while taxiing at Naga Airport, Naga City. Aircraft was destroyed in the subsequent fire.<ref name=RPC1981>{{#invoke:citation/CS1|citation

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  • 16 February 2000, Air Nippon Flight 354 departed the runway at Okadama Airport, Sapporo, Japan and collided with a bank of snow.<ref name=JA8727>{{#invoke:citation/CS1|citation

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  • 3 November 2001, a YS-11 being prepared for delivery to an airline in Burundi was destroyed by a fire caused by a stray firework at London Southend Airport.<ref name=9UBHP>{{#invoke:citation/CS1|citation

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  • 2 January 2008, Asian Spirit Flight 321 suffered an undercarriage collapse on landing at Masbate Airport, Philippines.<ref name=RPC3592>{{#invoke:citation/CS1|citation

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Aircraft on displayEdit

Brazil
  • 2080 – YS-11A-200 on static display as a restaurant in Tijucas, Santa Catarina.<ref>{{#invoke:citation/CS1|citation

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Greece
Japan

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File:FieldTrip 2017 on Philippine Air Force Aerospace Museum in Manila.jpg
A NAMC YS-11 on display at Philippine Air Force Aerospace Museum (2017)
Philippines
  • RP-77 – YS-11A-523 at the Philippine Air Force Aerospace Museum in Manila, National Capital.<ref>{{#invoke:citation/CS1|citation

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Thailand
United States

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Specifications (YS-11A-200)Edit

File:Japan Air Commuter NAMC YS-11 (JA8759) parked at Osaka International Airport.jpg
A JAC NAMC YS-11 (2003)
File:Retired YS11 Cockpit.JPG
Cockpit

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In popular cultureEdit

In railroad journals, YS-11 was linked to the 0 Series Shinkansen, another Japanese-made form of transportation that debuted around the time of the 1964 Olympics. Additionally, the Shinkansen and the YS-11 were both developed by individuals who were involved with the creation of military aircraft (this was to be expected with an airplane like the YS-11, but men like Migi Tadanao and Matsudaira Tadashi were also involved with the Shinkansen).<ref>|magazine=Shinkansen 0 kei densha tokushū zasshi |date=1999</ref>Template:Better source needed

See alsoEdit

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ReferencesEdit

CitationsEdit

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BibliographyEdit

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External linksEdit

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