L 39 Cost - The L-39 Albatros is, by all accounts, the most popular jet on the American market. Its sleek looks, reasonable operating costs, and easy handling make up much of the Czechoslovak charm, but there are other factors that make it such a desirable aircraft. Let's fly and see what everyone is so excited about.
The L-39 is a single-engine advanced trainer aircraft used by many of the world's air forces, and as such has many of the design features and handling characteristics of the high-performance fighters that its trainees will one day fly. Cockpits are fully pressurized, heated and air-conditioned. Each of the tandem cockpits is equipped with sufficient flight controls, flight instruments, engine gauges, and system status indicators to allow any pilot to operate the aircraft safely. As with most military jet trainers, the rear seat is reserved for instructors, and like many modern trainers, access to certain controls and switches in the rear "pit" is limited or absent. On the L-39, these items include environmental controls, fuel pump switches, and normal electrical controls. Also, the rear seat passenger cannot monitor the exhaust gas temperature (EGT) at the same time as the front seat passenger. In actual practice, none of these factors pose a problem. There are duplicates of the really important rear controls (who needs all that stuff, anyway?) However, the rear seat has a few unique elements of its own: thumb levers and switches that allow it to plan forward movement. seat-at-will gear -- a holdover from his flying days as a military instructor.
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The L-39 has some relatively sophisticated systems, such as an automatic Ram Air Turbine (RAT) that ejects from the fuselage and activates the power buses in the event of a main generator or engine failure; a set of back-up hydraulic accumulators and interlocking valves to allow emergency vehicle extension of gears, wings and speed brakes; emergency fuel control system; and even some backup controls for the Environmental Control System (ECS).
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Before taking off, the Albatross is very tentative. Starting in the cockpit, make sure the control lock is removed, check your parachute harness and personal equipment, make sure the controls and switches in the cockpit are in the correct position, and check the fuel gauges. It is standard practice on jet aircraft to always have full tanks before takeoff. If your aircraft has active ejection seats (most don't), the seat and canopy safety pins must be in place. They will be removed when you are ready to close.
You walk clockwise around the plane. All critical pre-flight gauges and fluid level indicators are accessible while standing on the ground, so no ladders or platforms are required. This is just a small example of the aircraft's user-friendly design philosophy. A reasonably healthy person can easily stand up on the wing unaided to check the fuel caps and inspect the top of the aircraft. The engine oil level is checked using a handy dipstick located on the right rear side of the fuselage, a vast improvement over many jet aircraft that often require removing the inconveniently located dipstick. Several popular modifications make the aircraft even easier to prepare, including a light to illuminate the engine oil inspection window and a pair of hydraulic battery gauges.
The rear link chassis design used in all three gears looks solid and solid, which it is. These planes are designed to operate over uneven fields and even grassy areas. However, most private owners stick to hard surfaces to reduce the risk of swallowing foreign objects.
Examining the tail section, you notice that unlike most airplanes, the elevators "drop" to the full up position, not down. This is because the flight controls are balanced and the L-39's pitch control system is equipped with a bungee assist device. As airspeed increases during takeoff, the elevators and thus the control stick will move to neutral. Until then, if you don't hold the stick anywhere else, it will stay firmly in your lap.
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You climb into the cockpit using a series of internal steps, including a heavy-duty folding step below and another integral step above. From the top step, you need to put your right foot on the railing of the attic, stand on the seat, then go down and sit on the floor.
Depending on the specific configuration of the aircraft you are flying, you strap into the L-39 using either a conventional parachute harness and a wing harness/shoulder harness configuration; integral all-in-one harness/parachute; or the original, somewhat amusing Russian system with leg straps and a four-way contact plate across your sternum, plus a large all-in-one com/G-suit/oxygen connector next to your left thigh. Most operators have switched to the Western system for ease of maintenance, and most US-registered aircraft have the ejection seats protected and disabled. This dictates a forced landing or manual rescue if there is a serious problem. There is little apparent concern about forced landing in the L-39 community - no maintenance-related engine failures have been reported in civilian use, and the aircraft is fully capable of "burning" the landing at about 95 knots, which is quite slow. reduces the likelihood of such an event having a bad outcome. More and more L-39 owners prefer pop-up seats, but they are still relatively rare.
After connecting, put on the helmet and connect the communication cable. Oxygen is not required for flights below about 20,000 feet, as the cabin is at or below 12,500 feet at these altitudes. But to be safe, it's a good idea to use an oxygen mask even on low-altitude flights. Your feet slide into rudder pedals equipped with gripper stirrups designed to keep your feet in place during extended negative maneuvering. We don't plan to do much today. Your attention is directed to the checklist.
Like many Soviet-block jets -- even modern ones -- the L-39's main switchboards consist of switch grids separated by metal protective sleeves. There are a lot of switches -- a 5 x 3 pattern of them on the main board and an 8 x 3 grid of switches on the sidewall-mounted secondary board, to be exact -- and they all look the same, so identification is important. and check exactly what you have turned on or off. Most L-39 owners have retained the original location of most of the switches, a very useful experience for those who fly a number of single aircraft.
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After running the battery, running the intercom and avionics, setting up the com/nav radio and GPS, getting the license and transponder code, testing the fire detection system and warning panel, the covers are closed before starting the engine. The L-39 canopies, hinged on the right side, are completely manual and somewhat heavy. It is important that you lower them carefully and gently. Your triceps (and some other muscles you didn't know you had) will get a good workout. Opening the cover is more critical. If you just push it and let it hit the parking lot, one day you'll have the thrill of seeing it fall out of the plane and hit the ground.
Time to make some noise. Under normal conditions, the L-39 is completely self-sustaining for launch. Starting air is provided by an on-board auxiliary drive unit called the Saphir, which is one of the best quality, most reliable little devices you'll ever see. This neat little unit under the engine houses the turbine motor, starter, computer modules for automated RPM and EGT control, automated bleed valves, and various solenoids -- all designed to work together to provide automatic pneumatic power to start the engine. The system works great and is easy to use. You start the Saphir with a simple push of a button. It starts with a pleasant whine and reaches idle after about 20 seconds. The light on the board indicates that it is ready.
Starting the engine is just as easy. You push the engine start button momentarily and move the throttle to the original position, then just sit back and control the starting parameters as the engine shuts off. The RPM for the high-pressure compressor and the low-pressure compressor are displayed with two different gauges on the same gauge, so it's easy to keep track of how things are going. Once the engine whistles at a steady idle, the Sapphire is done and shuts off automatically.
Taxiing is one of the most unusual aspects of driving the L-39. It's definitely a skill that can only be learned by doing - no amount of mental training or education can fully prepare you for it. Not a big deal after a little practice. Like the old MiG i fighters
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