From the top step, it's a matter of throwing your right leg over the canopy rail, standing on the seat, then stepping down onto the floor and sitting down. If your airplane has active ejection seats which most do not , the seat and canopy safety pins should be in place. Aero L-39 Albatros Series The Aero L-39 is a jet aircraft trainer. The rudder does not begin to take much effect until about 40 knots, so it's important to start the takeoff with the nosewheel straight. Large bubble canopies enclose front and rear cockpits. Serial production began in 1971.
This invariably results not only in prematurely-worn brakes, but a Pilot-Induced Oscillation and a lot of cussing. Stalls are a non-item as the wing telegraphs critical angle of attack with a consistent shudder. Remember that any low-speed steering involves using the brakes, which lengthens the takeoff roll. For short field work, the nose can be kept high for aerodynamic braking. A long, pointed nose made of aluminum leads back to the tandem cockpit, in which one or two pilots sit under individual canopies that are hinged on the right.
The Albatros is designed to operate from minor airfields with minimum conditions, and designed with systems for easy maintenance, simple pre-flight check, and excellent reliability. The L-39 is a single-engine advanced trainer used by many of the world's air forces, and as such it has many of the design features and handling characteristics as the high-performance fighters that its students will one day fly. Indeed, the L-39 has become the most popular jet warbird in the United States, and with good reason. Under normal circumstances, the L-39 is completely self-sufficient for start. Before takeoff, the flaps are tested for full deflection using push buttons on the left side panel and then set to Take Off position. Handling Once airborne, the plane handles like a giant Bonanza. Because it is a turbofan-powered aircraft, piloting the L-39 requires a type rating.
Five rubber bag fuel tanks are located in the fuselage behind the cockpit. This keeps your legs moving during taxi, especially with a crosswind. Thank you for using Tradequip International! Photos copyright © 1987, 2000, 2003 Skytamer Images. The airplane is almost impossible to spin. The tall, swept vertical tail has an inset rudder. Once you put the gear down the steering servo should work again.
You climb up to the cockpit using a series of built-in steps, including a heavy-duty fold-out step at the bottom and another integral step above it. Auxiliary fuel tanks can be fitted under the wings and in the fuselage. The L-39 has serious ramp appeal. All critical preflight sight-gauges and fluid level indicators are located within easy reach while standing on the ground, so ladders or platforms are not needed. On longer runways, you can aerobrake by holding the nose up until it falls by itself at about 80 knots. I count myself among this latter group, a subset of which includes adrenaline seekers and aficionados with aerobatic intentions. There are a few specialty shops that are worth consulting if you are in the market.
On the left fuselage, an access panel is opened to check the nitrogen charge of the twin hydraulic accumulators. Tires and brakes are checked, as are the wheel wells. Modifications are available to remove the tip tanks for increased speed and higher roll rates. For those new to jets, plan on 10-15 hours depending on aptitude and prior experience. Aerostar was the state-owned company that maintained Romanian MiG-21, MiG-29, Albatros L-39 and various other military aircraft.
General characteristics: Crew: 2: student and instructor Length: 12. In the case of a frozen canopy, there is a through-the-canopy ejection option, and in the case of an uncontrolled landing where the canopies become jammed there is an explosive canopy deployment module. The system works great, and operation is a snap. One in three pilots sustained spinal compression injury. This is a very important concept to grasp, especially in the traffic pattern, and its why L-39 pilots-in-training should spend a lot of time doing stalls and exploring the lower edge of the speed envelope.
Built to replace the L-29, the jet seats one student and one instructor. Thousands of Albatros L39's remain in active military service, while a few are finding new homes with private owners like you. You start the Saphir merely by pushing a button. Much more than 90 minutes in the ejection seat becomes uncomfortable as seat cushions are not allowed. There is an electronic lock-out mechanism that will prevent both pilots from simultaneously ejecting into each other. Visibility from the back seat of an L-39 is excellent -- better than in just about any other tandem-seat jet trainer. The rear seat is raised slightly; both ejection seats are made by Aero.
Maximum amperage for all systems never exceeds 50 amps in flight, so the large batteries provide more than enough emergency power. Sound levels are surprisingly low. The L-39 and its successive variants continues in service throughout the world in militaries as trainers and light attack platforms, and in civil aviation including aerial demo teams and racing. It's simple design, ruggedness, and ability to operate in almost any climate makes it the perfect training aircraft used in the military colleges of Asia, Africa, Europe, and Latin America. Its sleek looks, reasonable operating costs, and ease of operation explain much of the allure of this Czechoslovakian beauty, but there are other factors which make it such a desirable airplane. It requires very little additional support equipment or ground crew, can be operated from relatively short runways, is very mechanically reliable and robust, and can be operated for about the same overall per-hour cost as many piston-powered warbirds.