What kind of plane l 39. Flying and jumping all year round. Why clients love us
Czechoslovakia was deservedly called the forge of Europe: at its enterprises in different time machines and equipment were created, well known throughout the world and distinguished by high reliability and original design solutions.
With the advent of jet aviation, training aircraft with economical turbojet engines were required for the mass training of future pilots. In Czechoslovakia, such a training aircraft (UTS) has been developed since the mid-50s of the last century under the guidance of well-known aircraft designers Zdenek Rublich and Karel Tomas. The refinement and launch of this machine into mass production under the designation L-29 "Dolphin" was headed by engineer Jan Vlcek, who took over from his senior colleagues. In 1962, the national enterprise "Vodokhody", which was part of the Central Bohemian machine-building plants, began mass production of the Dolphin. In 1963, the Let enterprise joined it. Until 1973, these enterprises built 3568 L-29s. The creation of this aircraft was a major success for the Czechoslovak aviation industry and contributed to the continuation of work in this direction.
The design bureau, headed by Jan Vlchek and the lead designer Karl Dlough, proposed in August 1964 two more promising TCB projects.
The first was a deep modernization of the serial L-29 into the L-129 variant, intended for initial and basic training. The aircraft was the basis of the training complex, which also included flight simulators and ground control equipment (KPO). It was supplemented by the supersonic trainer L-39M1 Mahtrainer.
The second project - TCB L-39 in versions that differed in configuration. As part of the training complex, it was supplemented by training equipment, a flight simulator and KPO.
In the proposed TCB project, the design solutions corresponded to a typical single-engine fighter with a turbojet engine (TRD) of the Warsaw Pact Air Force. The crew was placed in tandem: the cadet was in the front cockpit, followed by the instructor. The aircraft was designed for possible operation from unpaved runways, which led to the placement of air intakes above the wing to prevent the ingress of solid particles and water into the turbojet engine during takeoff. The wing had a pronounced sweep. Subsequently, end fuel tanks were installed on it, and before that, the entire supply of fuel was in the fuselage. Under the wing were placed the main landing gear with brake wheels, allowing for rough landings. All units were designed taking into account the provision easy access for replacement. The engine was attached to the front of the fuselage, and the rear, along with the tail, was removed like a cover.
The aircraft was designed for a Soviet or Czechoslovak turbojet engine with a thrust of about 2000 kgf with an axial compressor. After discussion, they chose the Soviet serial AI-25 bypass turbojet engine, developed under the guidance of General Designer A.G. Ivchenko for the Yak-40 passenger aircraft. The modification of this engine, known as the AI-25V for the L-39 trainer, was carried out by the Mo-torlet enterprise (former Walter), which was reminiscent of the B index. The modified AI-25V differed from the base AI-25 mainly in the oil system, modified to perform aerobatics, and from the later released AI-25TL - a smaller number of high-pressure compressor stages. During bench tests of the AI-25V on the Motorlet, a significant sensitivity of the engine to the shape of the supply channel was revealed. The static thrust of the engine was equal to 1400 kgf, its launch was provided by a starter-generator.
The first three prototypes flew with the AI-25V. In 1967-1968, the DTRD was tested on the Il-28 flying laboratory of the Research and Test Flight Institute (VZLU). The modified engine was installed in the rear of the fuselage in place of the gunner's cockpit.
Aerodynamic studies of the new aircraft were carried out in the VZLU wind tunnels in close cooperation with TsAGI scientists. The help of the Soviet side was not limited to this. Representatives of the Soviet Air Force actively participated in the work of mock-up commissions, which resolved many issues regarding the layout of the cockpit, accessibility and operational manufacturability of the aircraft. Initially, the forward fuselage was conceived with two large hatches, providing convenient access to the machine with KPO KL-39.
The main developer of the L-39 aircraft was the Vodokhody enterprise of the production and economic association (PHO) Aero, where in January 1968 they completed the assembly of the airframe of the first flight prototype L-39 - X-02. Installation of aircraft systems continued until the end of the summer of 1968.
The X-02 behind the leading edge of the air intakes had three anti-surge flaps and a guide vane at its inlet, the wing center section had a pronounced transverse V. On October 28, 1968, the X-02 was rolled out to the factory airfield in Vodochody to determine the characteristics during taxiing. Rudolf Dukhon, who has been involved in this program from the very beginning, was appointed the lead test pilot from VZLU for conducting complex tests.
On November 4, R. Duhon also performed the first takeoff on the L-39 with the flaps retracted. The control of the X-02 with fully extended flaps was to be evaluated at a safe height and, depending on the result of the check, land with the flaps retracted or extended. This test flight lasted 35 minutes. After making sure that there were no problems with balancing, the pilot climbed to a height of about 1000 m and assessed the operation of the engine, the controllability of the machine with the flaps extended (they jammed in the takeoff position - in the same position the landing was made), aerodynamic brakes and landing gear, as well as at the minimum allowable speed.
After minor modifications in early December 1968, the aircraft was presented to the mock-up commission. On the run after the X-02 demonstration flight, a tire on the left landing gear burst due to excessive braking, but the pilot was able to keep the prototype car on the runway.
In early May 1969, Duhon first took to the air the second flight prototype X-03. It featured a modified fairing between the wing and fuselage. On the early stages tests of the X-02, 03 and 05 prototypes with the AI-25V turbojet engine, small anti-surge flaps located behind the air intake inlet were made of wood for their operational refinement. The stabilizer on the prototypes was made adjustable - to select its optimal position.
In early June 1969, the X-03 was transferred to the first stage of factory flight tests, which lasted until November. The X-02 prototype, on which the boundaries of flight ranges were gradually expanded, was again connected to the X-02 in mid-May. After replacing the engine, it was used to check its operation. On the X-03 prototype, the air conditioning system was adjusted, and later the AI-25V engine and air intakes were tested.
The flight characteristics of the L-39 were checked by the pilots of the VZLU flight test department R. Duhon, J. Kunz and A. Oswald. During the climb in one of the flights on the X-03, an unplanned reset of the rear cockpit canopy occurred. Duhon with a measuring technician in an open cockpit was able to successfully complete the flight.
In September 1969, the X-05 was handed over for testing. At the very first flights, attention was paid to cases of surge during overloads. The improvements made on the plane did not help to get rid of this phenomenon. After the eighth flight under the test program, the engine was replaced on the aircraft, and the car was again transferred to factory tests, which had previously been performed on the X-03.
At the end of April 1970, factory test pilot Juraj Schoutz joined the tests of the L-39 on the next X-06 prototype, which was distinguished by enlarged air intakes of the engine, which was launched by the Sapphire 5 air starter-generator, manufactured in Czechoslovakia under a French license. "Sapphire" increased the autonomy of the car, especially in winter.
During the test flights of the “six”, an unplanned test of the aircraft for strength took place: in July 1970, the factory chief pilot Vlastimil David safely made an emergency landing on the ground with the landing gear retracted due to the absence of the left pillar. The cause of the emergency landing was a defect in the linkage holding the sash.
In mid-May 1970, the X-05, after restoring its color and replacing the instrumentation, was presented for the second stage of factory testing. This phase included aerobatics, controllability tests in inverted flight and spins, determination of flight performance limitations when the pilot Juraj Schoutz allowed a prolonged G-force. As a result, a wave-like deformation appeared on the upper wing skin.
The wing was dismantled and sent to the "Let" for repair and local reinforcement. In mid-December 1970, pilot Y. Shouts completed the first flight on the X-07 prototype with the AI-25V engine, 15 days ahead of the plan.
By this time, according to the test results, it became clear that in order to fulfill some technical requirements it is necessary to increase the thrust of the turbojet engine. Of the two proposed engines - "Walter-Titan" and AI-25TL, the Zaporozhye engine was chosen and at the beginning of 1971 they began to preparatory work for installing it on the aircraft.
Meanwhile, in February 1971, the fifth prototype was handed over to the 031 Research and Testing Center for military flight performance tests. Until the summer, about a hundred experimental flights were completed on it.
In the summer of 1971, they moved on to the next stage of testing - testing the rescue system. The ejection of the VS-1BRI seat from the second cockpit of the L-39 aircraft was first tested at the factory test stage in November 1970, after which the system passed joint factory and military tests. The chair was tested on the MiG-15UTI and on the third L-39 prototype in its original form. During the tests in June 1971, military test paratroopers P. Sukhomel and K. Plzak ejected from X-03 in flight.
On the pre-production X-07 (the standard of the zero series), a revision was made to reduce the control force when the front wheel was torn off during the takeoff run.
The front landing gear presented surprises of another kind: at certain speeds, oscillations arose on it, known as "shimmy". Chassis characteristics have been studied for quite some time; in December 1971, the X-03 aircraft was additionally equipped with rocket boosters, and a vibration damper was installed on the X-07 on the front support. However, this problem arose again after increasing the gaps in the chassis elements that appeared due to their wear. One of the reasons for the appearance of "shimmy" was the shape of the grooves of the tire tread tracks, it was solved by selecting the profile of the grooves: the central groove became noticeably wider than the two side grooves.
In 1971, the Aero Vodokhody enterprise began preparations for the serial production of the L-39, which, according to the results of a general factory competition, was named Albatros (the initial letter A indicated Aero's affiliation). The first five serial L-39s were handed over to the pilots of the Czechoslovak Air Force on September 7th. 1971. The production of aircraft of the zero and first series with the AI-25V engine for the Czechoslovak Air Force continued at the beginning of next year.
The official transfer of aircraft of these series to military acceptance took place in March 1972 at Vodochody. "Albatrosses" after the flight to Slovakia were connected to test work at the Higher Military Flight School named after the Slovak National Uprising in Kosice.
In October 1971, they completed the revision of the X-02 for the installation of the AI-25TL engine and began replacing the engine with the X-07. The first X-07 took off in March 1972, when the factory tests of the X-02 with the new engine ended.
On X-07, until mid-August 1972, they performed factory and partly military tests, performing 75 test flights in which the new power plant was evaluated. Greater thrust led to an improvement in the main characteristics: the rate of climb increased, the takeoff run and the time to climb a given height were reduced.
The design of the aircraft has undergone fundamental changes, both related to the installation of the AI-25TL engine, and in the course of evolution. After bench tests of the air conditioning system, the need to equip it with a turbo-refrigeration unit (TCU) at the inlet was revealed. The replacement of the power plant forced the revision of the TCU and the entire air conditioning system due to the hotter air entering the system due to the 9th stage of the engine compressor.
The radio equipment of the aircraft was significantly changed: one part was modernized, and the other was modified according to specified operational and design requirements. Until the middle of 1978, the RTL-11 communication radio station was installed on the prototypes and the first production aircraft from the L-29 aircraft. Especially for the L-39, VUST Prague developed the RTL-31 radio station, which was tested on the X-03 in early 1972. From the middle of 1978, the aircraft was equipped with the Soviet R-832 dual-band radio set, which was first tested on the X-07. After its installation, the keel tip became shorter due to the absence of a radiating antenna in it.
At the end of 1971, a Kvant radar rangefinder was installed on the X-07 prototype to practice capturing air targets. Since mid-1978, Kvant was no longer installed on the aircraft, as the Soviet Air Force abandoned it.
In parallel, on the X-07 prototype, they began testing the RSBN-5S Iskra radio navigation system, first in a single-seat, and later in a two-seat version. This system began to be installed from the sixth aircraft of the first series.
Since 1980, aircraft for the USSR began to be equipped with a system remote control SDU-L-39. The designers of on-board radio equipment solved two main problems: the first was the actual acquisition of radio units, the second was the provision of electromagnetic compatibility to ensure their normal operation. The antenna of the RKL-4 radio compass on the upper surface of the fuselage was altered several times. A lot of trouble brought static electricity. The discharge of electrostatic charges was provided by the convenient placement of a new type of arresters on the rear edge of the steering wheel and the ends of the stabilizer.
Changing the alignment of the aircraft after installing the DTRDAI-25TL on it and equipping it with an RV-5 radio altimeter required moving the battery to the instrument compartment in the forward fuselage. Further reconfiguration with the transfer of the RKL-41 radio compass led to a change in the electrical system.
On the instructions of the Ministry of Defense of Czechoslovakia, the Aero Vodokhody enterprise developed the L-39V aircraft for towing the KT-04 training artillery target. The single-seat version of the Albatross had an unpressurized cabin: a towing winch drum was installed in the rear cabin with steel cable 5 mm in diameter. The winch was driven by an L-03 pressure turbine located under the fuselage. Behind it, in front of the rear fairing of the wing, a device was installed for emergency cutoff of the cable.
The development of the X-08 tug prototype coincided with work on replacing the power plant. The X-08 modified for the AI-25TL was manufactured in June 1972, and its testing was completed in 1974.
Add-ons in the lower part of the fuselage had little effect on the flight characteristics of the aircraft. The prototype, unlike the production aircraft, was not equipped with aerodynamic brakes.
The X-07 prototype was considered the standard for the L-39 series, intended for the USSR flight schools. At the beginning of 1973, the aircraft with a set of measuring equipment was transferred to state control tests in the Soviet Union.
The test team at the State Research Institute of the Air Force was headed by the leading engineer Alexander Fedorovich Kotlyar. The leading pilot was Alexander Petrovich Kholupov. For Soviet specialists, this was not the first and not the last meeting with Czechoslovak equipment: before that, they had flown the L-29, and later they jointly conducted military tests of the L-39, special tests of the Z-526F and Z-42 sports aircraft. The tests fully confirmed the fulfillment of the laid down requirements. The aircraft was highly appreciated, its characteristics exceeded the level of modern foreign analogues and its predecessor L-29. The new car was significantly superior to him in the first place in terms of flight characteristics. There was a good overview from the instructor's seat, sufficient equipment of the cockpits, as close as possible to the conditions combat aircraft. Emphasizing the similarity of the L-39 with the MiG-21 in landing and climb behavior as a disadvantage, the need to rescue the crew in a wider range of altitudes and speeds was noted. Here, the possibility of training cadets for elements was also indicated. combat use and autonomy of the aircraft when starting the engine. But in general, the full list of shortcomings and necessary improvements was two times less than after similar tests of the L-29.
To complete the main test program of the basic training aircraft, later designated L-39C, additional tests were carried out in 1974: life support systems - on X-02 at the beginning of the year and on X-06 - work from unpaved airfields in the spring.
The first ten serial aircraft for the Soviet customer passed control tests, and after minor modifications they were handed over for operation. In 1973, 14 L-39s were delivered to the USSR, in 1974 - 55. The first to start mastering the L-39 were cadets and instructors of the Chernigov VVAUL, who received "albatrosses" in April 1974. This was preceded by the training of a group of pilots and engineers of the VVAUL at the flight school in Kosice and at the Zaporozhye Motor Plant. All the improvements recommended during the first year of operation were taken into account in the standard of 1975, tested at the end of 1974.
In 1974, they began to replace the DTRD on aircraft of the first series operated in Czechoslovakia with AI-25TL engines, and by the end of the next year not a single aircraft with an AI-25V engine remained.
For increase export potential aircraft L-39 and meet the needs of the national air force, Aero designers in 1973 began developing a modification with an increased combat load. Initially, it was designated L-39Z, and in next year it was included in the State Planning Commission. In the second half of the 1970s, this work, the goal of which was to create an aircraft with an acceptable price for advanced pilot training and a light combat aircraft, concentrated the main efforts.
The work was carried out in two stages. On the first one, the wing was reinforced for four pylons: external - for combat load and internal - for external fuel tanks (PTB), to which fuel fittings were brought. The variant was later designated L-39ZO. At the second stage, the fuselage was finalized: a number of units were transferred and the cutting of the skin was changed, a container with a double-barreled gun GSh-23 was installed under it. To test a gun mount with a cartridge box in the fuselage, a decommissioned X-03 was used as a ground stand.
The installation was tested by shooting at the end of 1974.
The construction of the X-09 prototype was completed in June 1974, it was flown by Y. Shouts. The key tests in the L-39ZO program were rocket launches and their effect on engine operation, testing the strength of the standard chassis with increased takeoff weight, as well as dropping bombs and PTB. It was required to perform static strength tests of the reinforced airframe assemblies. "Nine" was also used to test the gun mount. For the control tests of the Z0 variant, completed in March 1976, the X-10 prototype was attracted. On the "top ten" they tested a new chassis with widened wheels, for which it was necessary to increase the niches due to the bulges on the upper wing skin near the fuselage.
In June 1976, a comprehensive examination of the L-39ZO aircraft was completed under the program of joint factory and design tests. At the same time, the flight characteristics were checked, the aeroelasticity of the wing with four pylons and the load placed on them was evaluated: according to the test results, no additional restrictions were introduced compared to the L-39C with the old wing. No adverse effects appeared in the controllability and behavior of the aircraft, the change in the obtained characteristics was proportional to the increase in mass and drag. Certain difficulties were revealed when dumping PTBs of 150 and 350 liters, both empty and filled with water simulating fuel. After separation from the locks, the 350-liter tanks turned around the transverse axis and, at a certain speed, collided with the trailing edge of the wing in the area of the flaps. In another case, after the release, the PTB pressed against the leading edge of the wing and fell off from it only on the run after landing. The defect was eliminated by installing stabilizers in the aft part of the tanks.
When firing from the GSh-23 at high angles of attack and overloads, the engine overheated due to a change in pressure at its inlet. The installation of various powder gas localizers at the barrel exit did not give satisfactory results, so an angle of attack sensor was included in the cannon firing circuit. He provided blocking fire in extreme modes. In these tests, the X-11 prototype, built in the spring of 1977, was also used.
To use the L-39ZA aircraft as a photo reconnaissance aircraft, the PFK-5 photo container was tested on it. Control military tests of the aircraft were completed at the end of 1977. After them, they carried out thorough checks of the machine in the USSR and the aircraft was prepared for production.
TCB L-39 was a major achievement of the aviation industry of Czechoslovakia. In 1976, its creators, headed by Jan Vlcek, were noted state prize Cleg ment Gottwald. "Albatross" was awarded gold medals at the 15th International Engineering Fair in Brno (1973) and the International Fair in Leipzig (1979). The aircraft was purchased for their air force by 23 countries of the world. The USSR in 1973 - 1990 acquired 2080 L-39Cs from 2784 vehicles built, among which 2244 were L-39Cs.
In general, the concept of the aircraft became the basis for further modifications. Even at the design stage of the L-39 in the 60s, a more advanced version of the L-39S aircraft with a 2000 kgf engine, with the boundary layer blown from the leading edge, in front of the flaps and ailerons, was considered as a further perspective. Thanks to this, the maneuverability of the aircraft was significantly increased. This option remained unrealized.
The advent of a new generation of aircraft served as a signal for the development modern systems with an increased share of electronics, providing a more efficient solution to navigation and combat tasks. The general trend towards an increase in combat load inevitably led to a more powerful power plant. An enterprise in Zaporozhye began to deal with its creation together with Czechoslovak specialists. The work eventually led to the upgraded L-39MS, first flying in September 1986. At the same time, a variant of the aircraft was created - the L-39MSV target towing vehicle. The maximum program for the L-39MS provided for the creation of an aircraft for the basic training of military pilots after 2000.
Jan Volchek did not get to see the first takeoff of the L-39MS. Since 1981, his work was continued by the chief designer of Vlasti-mil Havelka. Directly supervised the development of the project engineer Alois Benetka and lead designer Emily en Postl. Striving for conservation good qualities L-39 made it possible to create an aircraft at the level of the requirements of the time.
In mass production, the aircraft received the designation L-59. Its shape has not changed noticeably, but the filling and airframe have been modernized. At the same time, they improved the manufacturability, increased the resource, applied new structural materials and technical processes. It differed from the L-39 in a reinforced airframe design, a new avionics complex (including a collimator indicator on the windshield), as well as a more powerful DV-2 turbojet engine developed jointly by the USSR and Czechoslovakia. The aircraft had an elongated nose fairing and a slightly modified form of the vertical tail. Three L-39MS were delivered to the Czech Air Force in 1991 and two in 1992.
In comparison with the L-39, the main advantage of the L-59 is, first of all, the DV-2 engine, the thrust of which is 500 kgf more than the previous one. It was developed by order of the Czechoslovak government at the Progress plant (Zaporozhye) and is mass-produced by Povazhsk Stroyarne in Slovakia.
Political changes and rejection Russian Air Force from single-engine aircraft, unfortunately, had a negative impact on our cooperation. The decline in production at the turn of the 90s and the loss of the main customer had a significant impact on the subsequent program of the company, which began to focus its developments on Western partners.
Of the two thousand aircraft delivered to the USSR, about 800 continue to be operated by Russian aviators and about 300 by Ukrainian ones. There are several programs to ensure the normal flight operation of these "albatrosses" until the appearance of a new generation of Russian trainers. Russian program provides for the restoration and provision of spare parts for the L-39 by the forces of the domestic aviation industry. Since 1994, the EMZ named after V.M. Myasishchev has been engaged in this work. The program includes two stages:
at the first stage - obsolete Czech components are replaced by domestic ones, while technologies for repairing imported products are being developed at Russian enterprises;
on the second - replacement of the Czech equipment and units with the modern domestic equipment and carrying out constructive improvements for the purpose of increase in safety and operational characteristics are provided.
There is an interesting program proposed by the Odessaviaryem-service plant together with the Israeli company IAI. The aircraft, presented at Le Bourget in June 2003 in the Israeli pavilion, was equipped with modern avionics, a satellite communications system and an on-board computer. Israeli avionics makes it possible to adapt the cockpit of the L-39 Su-27 and MiG-29. Zaporozhye engine builders have prepared for this aircraft a new modification of the DTRD AI-25TLSH, which was first tested in flight on this aircraft on June 13, 2002 by test pilot of the State Aviation Research Center of the Armed Forces of Ukraine Eduard Sotnikov. The installation of a more advanced and powerful engine made it possible to significantly improve the aircraft's dynamic characteristics and flight safety at low altitudes. Given the difficulties in financing the armed forces in countries operating the L-39, other alternative proposals are not ruled out. Therefore, the history of this aircraft is far from over.
Combat training aircraft L-39:
I- Radome radar rangefinder "Kvant"; 2 - window of the pressure gauge of the pneumatic system; 3 - charging hatch for pneumatic and oxygen systems; 4 - hatch cover of the instrument compartment; 5 - lantern visor; 6 - cadet's cabin; 7 - instructor's cabin; 8 - compartment of the radio compass RKL-4 of the short-range navigation radio system RSBN5S "Iskra"; 9 - service hatch DTRD AI-25TL; 10 - technological hatch for servicing the turbo starter "Safir-5";
II-technological service hatches DTRD AI-25TL; 12 and 17 - technological hatches for servicing the wiring of the rudder; 13 - built-in steps; 14 - step; 15 - wind vane of the angle of attack sensor; 16 - antenna radome of the R-832M radio station; 18 - air intake drain wedge; 19 - ejection seat VS-1BR1; 20 - maintenance hatches for radio and electrical equipment; 21 - brake wheel 650x185 mm; 22 - wheel 430x150 mm; 23 - damper "shimmy"; 24 - anti-surge flaps of the air intake; 25 - rudder; 26 - antenna RV - UM; 27 - hatches of the fuselage docking fittings; 28 - wing fuel tank; 29 - wing air navigation light (red); 30 - landing light; 31 - cockpit light handle; 32 - radio transponder antenna SRO-2 (3 bands); 33 - underwing suspension pylon; 34 - bomb FAB 500ts; 35 - 350-liter external fuel tank; 36 - block NAR UB-16-57UM; 37 - mechanical indicator of the position of the chassis; 38 - bomb FAB 200ts; 39 - fuel tank stabilizer; 40 - air turbine L-03; 41 - towing cable cutter; 42 - towing cable; 43 - wheel 450x165 mm; 44 - bow suspension strut of the L-39MS chassis; 45 - gun container GSh23-2; 46 - brake wheel 650x215 mm; 47 - signal rocket cassette; 48 - ejection seat VS-2; 49 - antenna MRP-56P; 50 - aileron; 51 aileron trimmer; 52 - slotted flap; 53 - hatches for servicing control rods; 54 - turbostarter nozzle "Safir-5"; 55 and 63 - flow turbulators; 56 - arresters static electricity; 57 - brake shield; 58 - LDPE; 59 - GOES 520; 60 - training missile R-ZUD; 61 - starting device APU-13M-1; 62 - air-to-air missile P-3C (K-13A); 64 - wing tank filler cap; 65 - filler cap of the main tank; 66 - container with equipment; 67 - 150 liter external fuel tank
N. SOYKO
"Model designer" No. 2 "2007
You can always fly and jump with a parachute.
Everyone understands everything about spring and summer: the maximum number of flying days, good weather.
If it is a golden autumn outside, then despite the cloudiness and frequent rains, we continue to fly and skydive. Believe me, it's very beautiful.
And when the snow falls, many will ask: “Isn’t it cold to fly in winter?” We answer the question with a question: “Is it not cold to ski in winter?” Maybe it's better to ride in the summer? Winter flights are and will be. Come. For now.
20 minutes. on the Yak-52 for 6500 rubles.
We will bring a beautiful box with a certificate,
- show aerobatics,
- let's "steer" the plane,
- video filming in flight is possible.
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Why clients love us
We only sell the sky and we do it well. We fly ourselves. We want to give you the opportunity to fly and give flights. Our goal is safe flights for everyone!
We have adequate delivery. and own Courier service. Same-day delivery available, out-of-hours delivery available. Our couriers arrive right on time. Our couriers know how to use maps and find their own way.
Huge range of flights more than ten types aircraft, more than a hundred different flights or jumps. Adrenaline, extreme, aerobatics or beautiful sightseeing flights and air excursions.
Many different airfields on different directions suburbs. Fly where you like. And which airport to choose? And anyone! Everywhere is beautiful, interesting and safe: we work with professionals.
Reasonable prices. Our certificates are worth real money. And our flights are real. We sell exactly as much time for a person to “fly in”, the duration of the flight is your choice, we only advise.
The information on our website is up to date. complete and true. We constantly monitor the correctness of the presentation of the material and the relevance of prices. We write details on the site. We know them and are happy to tell them to those who do not like to read.
And we are all fair. Flight time is counted from the moment the aircraft takes off from the runway. We warn in advance that flights can be rescheduled due to weather conditions.
And a gift box which contains a certificate for a flight, we have a stylish, beautiful and comfortable. A wrapper cannot cost more than a candy: we do not sell certificates in diamond-encrusted boxes, but our box will be noticeable among other gifts and will please its owner.
Gifts for the holidays
On the February 23(day of the Soviet Army or Defender of the Fatherland, as you prefer) You choose gifts.
Aerobatics on a light jet attack aircraft L-39 Albatros
This machine is still in service with the Russian Air Force as a training aircraft, and in some countries it even participated in hostilities. So, being in the cockpit of the flying "Albatross", you can say with confidence that you have flown on a real combat fighter.
- The speed is about 900 km/h (not much less than the speed of sound).
- Overloads up to 8g (an ordinary person loses consciousness in such conditions), but they won’t scoff at you like that.
- Ejection seats.
- Tandem landing (you fly in the rear cabin), which does not affect the view much.
- And most importantly: this is one of the aircraft of the Rus aerobatic team (at the Vyazma-Dvoevka airfield) ...
- ... or one of the aircraft of the Region aerobatic team (at the Krutyshki airfield).
Therefore, there will be complex and aerobatics! Pilots of the aerobatic team can work miracles in the air, but when performing maneuvers they will focus on your well-being. Loops, rolls, inverted flight, passing over the strip on high speed, turns around the clouds, imitation of avoiding an enemy missile with a huge overload - all this is available.
Where do we fly and how much does it cost?
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The cost of the certificate depends on the number of available airfields for the flight and the time of the program. To order a certificate, click on the link with the price: |
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| Airfields | 20 minutes | 30 minutes | 40 minutes | 60 minutes |
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55000 rub. | 73000 rub. | 95000 rub. | 140000 rub. |
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55000 rub. | 80000 rub. | 105000 rub. | 155000 rub. |
How to get into the pilot's seat?
Cooler than flying on the L-39 is only space flight and aerobatics on a 4th generation fighter (the cost is also “space”). Therefore, aerobatics on the L-39 is, so to speak, an affordable exclusive.
- It all starts with ordering a certificate for the required flight time (right here on the website or by phone).
- Our courier brings a stylish box containing the certificate itself, a description of the flight and directions to the airport.
- A certificate can be an expensive gift, or it can be the start of your own adventure.
- In a few days, you sign up for a flight by calling the phone number indicated in the certificate, arrive and fly.
In words, everything is elementary. But in fact, the heart of the certificate holder will increase the frequency of contractions at the moment of opening the box and reading the name of the certificate. During the pre-flight briefing and preparation for the flight, the pulse quickens again ... The moment the canopy is closed, the engine is started and gasped, taxiing for takeoff, the increasing whistle of the turbine, the vibration during the takeoff run and the smooth takeoff from the runway - all these moments will be imprinted in memory for life.
And this is just the beginning!
Age, weight and height restrictions
Since these aircraft are based on a military airfield, then Only citizens of Russia are allowed to fly.
People over 18 years old, with a weight of up to 120 kg and a height of up to 205 cm can fly. Overloads are contraindicated for people with serious diseases of the musculoskeletal system, cardiovascular system or nervous system, as well as for patients with diabetes mellitus. We also do not allow pregnant women to fly.
When and where do we fly?
Flights are carried out all year round during daylight hours, on weekends.
In winter, you can also fly: the aircraft cabin is heated, and adrenaline warms you even more. Moreover, in winter there are low clouds and very often there are flights behind the clouds, which is very beautiful.
The diagram below shows the approximate location of the airfields, and the box with the certificate that you purchase will include detailed directions for personal and public transport.
What to bring?
Be sure to take the certificate. This is your flight pass. In the flight canteen you can drink tea or coffee and from the ground - look at the flights. Dress according to the weather, it is better to give preference to comfortable clothes, but the main thing is that the shoes fit snugly on the leg.
Drinking alcohol before the flight is strictly prohibited! It will be possible to mark the flight after.
Take a camera or camcorder: there will be something to show your friends later and publish on your page on social networks.
About flight safety
The aerobatic team "Rus" was established in 1987 and has since become famous all over the world. Pilots of "Rus" are frequent guests at international air shows and aviation festivals.
The aerobatic team "Region" is much younger - it is the first non-state aerobatic team in Russia, performing on jet aircraft. It includes pilots who have performed at the MAKS air shows and have flown more than a thousand hours.
Therefore, you can be sure of the highest qualification of pilots, and the qualification of the aircraft commander and his attitude to flights is the basis of aviation security.
Everything is clear about technology too: if planes fly to air shows that gather thousands of spectators, then they must be in good order. And in the almost unbelievable case of failure of the aircraft's vital systems, there are two ejection seats. Ejection practice is one of the most important elements of pre-flight preparation.
The validity of the flight certificate is 8 months from the date of order
Ready to take the pilot's seat? .
L-39 Albatros Flight Reviews
04/25/2019, Vera : When a man is in love with the sky - it's forever. I am very glad that thanks to companies like @nebo_v_podarokthere is an opportunity to make your man happy, to see how his eyes burn with joy and excitement, to share this exciting moment with him ... emotions from a fighter flight.
From the bottom of my heart to my soul - I thank all those who made this holiday so bright and memorable for us @rus_jt Aerobatic team Rus - pilots, God's people, true professionals, aces who know their job, who even treated us tourists very sincerely with warmth and care. Special thanks to Nadezhda for your patience and excellent organization!!! Pilot Yuri - for our wonderful and unforgettable first flight!! To all the airfield workers who took part, for their care, briefing and meaningful conversations!!! #skygift - you made this holiday possible!! Great organization!!! @aviationanatomy - thanks for the great accessories, fast delivery and quality work. T-shirts were appreciated at the airfield, accessories set the mood.
About how the flight itself went, I really hope that he will tell himself. But from the ground, their double take-off looked amazing (I missed taking a picture of this beautiful moment).
09/03/2016, Pavel : Had a great time with the whole family! Some even collected mushrooms near Vyazma!) The flight was excellent, verysincere team of the aerobatic team "Rus". Interesting flight tasks, allowed me to steer the plane myself, I managed to master the “Nesterov’s loop”, as well as enrich my knowledge with the theory of correct ejection) I recommend it to everyone, the impression of a lifetime, “children’s dreams come true”, so to speak ... Thank you for the excellent organization!
08/21/2015, Alexander: We live once, to hell with them, with money: I order a certificate, I get it (thank you, everything is clear here) and I rushto Vyazma, to the base of the aerobatic team.
The morning Minsk highway is free and wide, the road is perceived as a good journey (on the way back I stopped at the source of the Moscow River - a local attraction).
I arrive, park the car, call, and, soon, they take me to the airfield: you can’t drive there in your car, after all, the current helicopter unit of the Russian Air Force is based there.
At the medical examination, the doctor measured the pressure, asked about the injuries, about the state of health, allowed me to fly and sent me to the ejection simulator. This is a real L39 cabin in which the same chair is installed (only there are no squibs). It’s easy to eject: you just need to follow a simple sequence of actions, but you can’t make a mistake - the price of an error can be life (when the chair is fired, an overload of 18g will act on a person), so I did these operations for a long time and thoughtfully and brought them to automatism ... And then I approached pilot Igor Dushechkin and, smiling broadly, said that training was very correct and good, but it would be time to fly already.
Hooray! This moment has come! While we are going to the plane, we are discussing what we will do in the air: I would like to try control, and then do something of that kind, original.
Come on, takeoff and climb up to 500 meters is mine, the pilot says, and then you yourself go to the zone, perform simple maneuvers there, then I show how a barrel and a loop are made, try them yourself, well, then, according to the state, I will show something .
Ok, agreed.
We take seats, buckle up, close the lantern, check the connection and start.
I must say that the view from the rear seat is just excellent. It is raised relative to the front and you see everything. Compared to the Yak52, this is just another level! Taxiing out, takeoff thrust and off we go!
Takeoff, takeoff, climb. So far, not impressive: a vertical speed of only 5 m / s is not enough. - Igor, why is it so slow? -Wait, now the engine will go into mode, it will become more fun. Indeed, after 400 meters of climbed altitude, the plane rushes up, the speed is 500 km / h.
Keep the vertical speed of 20 m / s, while in a straight line, I gave control - the pilot says.
Do you see a big village on the right? This is the center of our zone, what will you do?
- I want to bypass it with a left turn.
- I allow.
- Allowed. I gently and gently tilt the handle to the left, slightly give the left pedal and understand that I have already flown past the landmark village.
Alexander, come on, it's a jet plane, look. The handle tilts strongly to the left and slightly towards itself, a roll of 90 degrees: one wing - into the ground, the other - into the sky, a slight overload and here it is, the village, right under us.
Or vertically through the clouds?
-Let's.
-I'm doing it! Add thrust, pull the handle, and the plane goes up into the sky like a candle. Cloudiness was nearby, but the swiftness of the entrance struck me. Nothing is visible for a couple of seconds, and then a blinding bright sun. Handle from myself, weightlessness and even negative G-force, I'm above the clouds: it's breathtaking.
Alexander, turn around, otherwise our zone will end - the pilot warns.
-I do a right turn and then a barrel roll to the right.
- Allowed. Barrel only handle, without pedals.
Yi-i-ha! Unusually, but not terrible, the handle is more aggressive to the right and towards you, and the plane, on a knife, performs a U-turn. Damn, I forgot about the course, where to fly? Nothing, I have an instructor in the front cockpit, he will tell you!
I level out and ... The barrel went! How easy it is to turn the world upside down! Old man Archimedes needed a long lever and a fulcrum, but for me the tilt of the handle is enough!
Can you loop?
- Turn around first, they flew out of the aerobatic zone.
How fast is he! These are not calm flights for you, here you have to make decisions in a split second.
I did the turn myself, and the loop, at first, was shown by Igor. Everything is simple here, but not quite: it didn’t turn out round for me, but it’s not scary: the pilot is alive, the flight was a success :)
Alexander, time is running out, what shall we do?
-Show something of what you do at the performances.
-Do you want to make a vertical figure eight with rotations?
-Want. Gave control.
So what? Well, the number "8". Well, rotations... The straps prevented the head from breaking the lantern, the plane dived sharply down, pierced the clouds and began to RAPIDLY approach the ground. Pilot, are you alive? (flashed through my head)
Handle sharply on itself, figure-eight bottom, rush up and back, spins, I counted seven turns, instantly through the clouds, from darkness to light, spins, again I see the handle taken over, roll over, wow-how-we-high- above the clouds!
And now rotations in the other direction, e-e-e-e-e-a-a-a-aaaa! Clouds!!! We dive from the light into the dusk, the earth is approaching at a catastrophic speed, up again, the completion of the figure eight and the exit to horizontal flight ...
Alexander, how are you?
Alive. But for now, no more evolutions are needed.
- I won't, it's time for us to go home.
-Then you can handle, I'll get to the airfield myself.
- Hold on.
A grasshopper was sitting in the grass, just like a cucumber, just like a cucumber, it was green...
Edrid-Madrid. This is @!$#$%#$^# [email protected]@#[email protected]!!! The possibilities are amazing. At the briefing, the aunt doctor said several times: “to endure the overload, you need to tighten your abs and legs.” When you do this, everything is OK, but once, at the very bottom of the G8, I decided to try: what will happen if this is not done.
What will be, what will be? You will be a barbecue! Get a darkening in the eyes and sign! Already after the flight, the doctor was interested in my well-being, offered validol (you will come to life faster) and, having learned that I violated the recommendations regarding the tense press, she said: “in vain, now you will recover for a long time.”
Well, he looked like, breathed fresh air, got better ... However, what delicious food in the flight canteen after the flight! I'm as hungry as a wolf!
I'm sitting here now, a couple of weeks later, thinking about how to finish this story. Well, thank you all. And "Neb", and Igor Dushechkin, and the Czechs who designed and made this plane. Thank you.
But that's not all. I want to write something else, to convey some idea, but it eludes me... Have you heard the Stratovarius band? Their music would be perfect for a flight soundtrack. Or Iron Maiden, Aces high. And, of course, at full volume. Or at a concert, so that the bass shakes the chest, so that after the end of the song there is a ringing in the ears for a long time ... Or Manowar, Wheels of fire. Yes, many themes in the style of Speed metal would fit. So, thought, nothing more.
How can one describe in words the feeling of complete superiority over nature (at the beginning of the flight), and then the feeling of complete insignificance before an overload of 7g? 20 minutes flight. A few centners of burned kerosene. The strongest impressions! Stronger-shi-e.
Expensive. Long away. Oh..no. On this I will finish. Aerobatics on a jet plane is definitely worth a try. If someday flights into space also become available, I will fly.
06/13/2015, Pavel: It was awesome! Unreal impressions, sensations, beyond words - you have to try. I recommendeveryone who wants to try everything in this life!
Experienced aircraft L-39 Albatros made its first flight on November 4, 1968, the construction of an experimental series of 10 machines was completed in 1971, and a year later the new Czechoslovak machine was chosen as the main training aircraft of the Warsaw Pact. Serial production of the main version - L-39C Albatros - began in 1973, in the same year the aircraft entered military trials in the USSR. In 1974, the first L-39C Albatros began to enter the squadrons of the Czechoslovak Air Force. USSR in 1974-1989 received a total of 2094 L-39 Albatros (L-39). 36 trainers of this modification were purchased by the Czechoslovak Air Force, 12 - Afghanistan (1977), 24 - Vietnam (1980-1981), 30 - Cuba (1982). In 1978 on the basis L-39 Albatros The L-39V air target towing vehicle was created (eight machines of this type were built for the Czechoslovak Air Force). On August 25, 1975, flight tests began on a specialized combat version of the Albatross - the L-39ZO (Zbrojni - armed) aircraft, which has a reinforced wing with four external hardpoints. This machine was supplied in the 1980s to the Air Force of the GDR (52 aircraft), Iraq (81 aircraft), Libya (181 aircraft) and Syria (55 aircraft). The serial production of this modification ended in 1985. On September 29, 1976, the first flight of the L-39ZA light two-seat attack aircraft and reconnaissance aircraft took place, which was a further development of the L-39ZO aircraft. The machine had four underwing and one ventral suspension unit, as well as a reinforced wing and landing gear.
The training complex also includes the TL-39 flight simulator and the NKTL-29/39 ejection simulator.
Technical description of the aircraft L-39C L-39 Albatross- double all-metal low-wing, made according to the normal aerodynamic scheme. The aircraft is equipped with a tricycle landing gear with a nose wheel and a bypass turbojet engine. The fuselage of the aircraft consists of two parts - the front and tail, docked together along the frames. The front part includes a nose fairing and four one-piece compartments: nose, pressurized cabin, fuel and propulsion. In the bow compartment there is a niche of the front landing gear, units of radio-electronic and aircraft equipment are located. To access equipment side panels of this compartment are made leaning up. Next are the pressurized cabins of the pilots - the cadet (front) and the instructor (rear). The cabins are closed by a common canopy, consisting of a fixed canopy and two covers that can be folded to the right. On the left side of this compartment there are steps and two folding steps for entering the cabins. In the underground space there are blocks of radio equipment, a converter and a hydraulic accumulator. The fuel compartment contains five flexible fuel tanks. The filler neck is located on top behind the cab.
In the lower part of this compartment, a recess for the one-piece wing caisson is formed. In front of the wing, units of the hydraulic system, electrical and radio-electronic equipment are installed. Two lateral air channels of the engine adjoin the fuel compartment, which pass into a common channel of circular cross section. Air intakes - subsonic, unregulated. Between the plate, which is the inner wall of the air intake, and the side of the fuselage there is a slot for draining the boundary layer. The front part of the engine compartment up to the fire barrier is occupied by an air channel, then a sustainer engine is installed. Inside this compartment, guides are mounted for removing and installing the engine, as well as a fire extinguisher, units of the air conditioning system, electrical and hydraulic systems, an auxiliary power unit and an air turbine with an emergency power generator.
The tail section of the fuselage and the keel are a single structure, which can be dismantled if necessary to remove the engine. An engine extension pipe and a jet nozzle are placed inside the tail section. The wing of the aircraft is trapezoidal in plan, three-spar, one-piece in span. Racks of the main landing gear are attached to the middle spar. Fixed fuel tanks are located at the ends of the wing, each of which is divided into three compartments: the middle one is filled with fuel, and the front and tail ones are occupied by antennas and radio equipment blocks. Headlights are installed in the toes of the end tanks. The lower surface of the wing is equipped with nodes for suspension of universal beam holders. Tail plumage deck. The vertical plumage is trapezoidal in shape with an area of 3.51 m. The keel is two-spar. The aircraft landing gear is tricycle, retractable in flight: the main supports are retracted towards the axis of the fuselage into the compartment between the middle and rear wing spars, the front one - against the direction of flight into the forward compartment of the fuselage.
Power point. By plane L-39 Albatross A dual-circuit twin-shaft turbojet engine AI-25TL was installed. Engine thrust under standard conditions: in takeoff mode - 1720 kgf, in nominal mode - 1500 kgf. Specific consumption fuel - 0.60 and 0.585 kg / kgf h, respectively. Air engine start. The high-pressure rotor is spun up by the SV-25TL starter, to which air is supplied from the auxiliary power unit. The APU is a single-shaft gas turbine engine "Sapphire-5", which consists of a single-stage centrifugal compressor, an annular counterflow combustion chamber, a two-stage axial turbine, an exhaust nozzle, as well as units and systems that provide a stable regulated air supply to start the main engine. The APU is started by an electric starter from an on-board battery or other sources of direct current with a voltage of 27V. The fuel for the operation of the Sapphire-5 engine is supplied from the aircraft line.
The fuel system of the aircraft includes: five fuselage tanks (with a total capacity of 1100 l); two end wing tanks (200 l each); a fuel accumulator that provides fuel supply to the engine during flight with a negative overload; pipelines and fuel equipment; control, monitoring, signaling and drainage systems. Fuel tanks are filled from above through three fillers located: one on the second fuselage tank and one each on the wing tanks.
aircraft fire extinguishing system L-39 Albatross equipped with only the engine compartment of the fuselage. This system includes: an OS-2 fire extinguisher with extinguishing liquid "7" or freon 114V2, connecting pipelines and spray collectors, as well as six signaling devices and light-signal displays in the cabins. The fire extinguisher is switched on by pressing the fire extinguishing buttons by any of the pilots. The aircraft control system is rigid, consisting of rods and rocking chairs. Rocking chairs for manual and foot control installed in the cabins are interlocked. The hydraulic system retracts and extends landing gear struts and shields, flaps, brake flaps, an air turbine with an emergency power generator and brakes the wheels.
Aircraft lighting equipment L-39 Albatross includes systems: illumination of dashboards and individual consoles; in-cabin alarm; external signaling (four XC-39 type lamps located on the landing gear and keel tip, and BANO-45 type aeronautical lights on the wingtips) and taxi and landing lighting (two headlights in the toes of the wing tanks).
Flight and navigation equipment includes: a combined speed and M number indicator, a VD-20 altimeter, an AGD-1 remote artificial horizon, a GMK-1AE gyromagnetic compass, a combined variometer with a turn and slip indicator, radio compass and radio altimeter indicators, an NPP navigation and flight device and a watch type AChS-1. Both cockpits of the aircraft are equipped with these instruments or their indicators. In addition, an overload indicator with an alarm and an emergency magnetic compass are installed in the front cockpit. Membrane-aneroid devices are powered from electrically heated air pressure receivers located on the right (main HPH) and left (reserve HPH) wing planes. In the instructor's cockpit there are switches and taps that can be used to simulate the failure of gyroscopic and membrane-aneroid devices for training purposes.
Aircraft electronic equipment L-39 Albatross provides, together with the PNO, the performance of flights day and night in simple and difficult weather conditions. It is divided into radio communication, radio navigation and radio equipment. The radio communication equipment consists of a command VHF radio station RTL-11 (or a VHF-DTSV radio station R-832M), an autonomous aircraft intercom and a SPU using the low-frequency circuits of the VHF radio station (only when RTL-11 is installed). The slot-type radio antenna is located under the radio-transparent tip of the keel. Radio navigation equipment includes: short-range navigation and landing equipment RSBN-5S (Iskra-K), automatic radio compass RKL-41, low-altitude radio altimeter RV-5 and marker radio receiver MRP-56PS. Radio equipment - a set of СР0-2М, the antennas of which are located in the nose and tail of the fuselage and under the radio-transparent fairings of the wing tanks, and the control panel and the "explosion-disaster" shield are on the starboard side of the front cockpit.
The anti-icing system of the air-thermal type is designed to protect the edges of the air intakes and the inlet guide vanes of the engine, as well as the canopy of the cockpit canopy, from icing. Hot air is taken from the last stage of the engine compressor. The PIC is switched on and off both automatically by the RIO-3 radiation detector of icing, and manually. The wing and plumage of the aircraft do not have anti-icing protection.
Life support systems. Means of emergency escape of the aircraft in flight include pyrotechnic systems for dropping the hinged parts of the canopy and ejection installations installed in the front and rear cockpits. The VS-1 BRI ejection system consists of an ejection seat, a telescopic firing mechanism and a powder rocket engine. The weight of the pilot with uniforms and equipment on should not exceed 108 kg, and the height "sitting" - 98 cm. To create normal conditions for the crew in flight, the L-39C aircraft is equipped with an air conditioning system. Air for SCR is taken from the last stage of the engine compressor and then through an air-to-air radiator, a turbo-cooler and a water separator enters two pipelines: a cockpit pressurization pipeline and a ventilation pipeline for pilot equipment and individual ventilation (showering). The supply air temperature is controlled automatically or manually. Both pilots, in order to compensate for the effect of overloads on the body, can use an anti-g suit, for which the cockpits are equipped with AD-6E pressure automata. A set of oxygen equipment KKO-5 was installed on the L-39 aircraft for training purposes. Gaseous oxygen at a pressure of 150 kgf/cm is contained in four cylindrical cylinders with a capacity of 4 liters each and two spherical cylinders of 2 liters each.
Aircraft armament L-39 Albatross provides targeted dive bombing and firing of unguided rockets, as well as imitation of the launch of guided missiles at air targets. Dropping bombs, firing unguided missiles, and simulating guided missile launches are possible at flight speeds of more than 310 km/h. The armament includes: - ASP-ZNMU-39 aviation rifle sight (installed in the front cockpit), designed for aiming when using ground-based weapons and photo shooting at air and ground targets; - photo control device FKP-2-2, mounted on the aiming head ASP-ZNMU-39; - two wing beam holders L39M-317 or L39M-118; - air bombs with a caliber of 50-100 kg; - two blocks of unguided missiles UB-16-57U; - two I-318 training guided missiles on APU-13M1 launchers.
The aircraft was produced in the following modifications. L-39C- a two-seat training aircraft designed for initial training and training of the flight personnel of combat units. L-39ZA- a two-seat training aircraft designed for firing practice. L-39ZO- single-seat combat aircraft of direct air support of troops.
By plane L-39 Albatros the tandem arrangement of crew seats has been retained, while to ensure good review instructor, the rear seat is raised, and the nose of the aircraft is lowered down. Ejection seats enable the crew to leave the aircraft at zero altitude in an emergency. For relax Maintenance and repair of the aircraft, its airframe can be divided into three parts: the wing. front and rear fuselage. The wing is made as a single unit, including non-removable end fuel tanks.
L-39ZO can carry about 1100 kg of various weapons on four underwing hardpoints, including bombs up to 500 kg caliber, containers of 57 mm or 130 mm rockets, machine gun containers, one reconnaissance unit with five cameras or two external tanks; under the fuselage there is a suspension unit for a container with a 23-mm gun GSh-23. The cockpit is equipped with an ASP-3 sight and an FKP-2-2 photo machine gun.
Aircraft L-39 Albatros were delivered to Afghanistan, Bulgaria, Iraq, Cuba, Libya, Nigeria, Romania, Syria, the USSR. Until 1996, 2904 aircraft of all modifications were produced.
PERFORMANCE AND TECHNICAL CHARACTERISTICS L-39 Albatros Crew, pers. 2 Maximum speed, km/h 755 Practical ceiling, m 11300 Ferry range, km 1600 Weight, kg: maximum takeoff 5270 normal takeoff 4570 Aircraft dimensions, m: wingspan 9.46 length 12.32 height 4.72 Engine: AI turbojet engine -25TL, kgf 1720
Aerobatic Team" Rus"uses aircraft L-39 "Albatross". Reactive plane L-39 - This is a light attack aircraft, which is one of the best and most massive aircraft in its class. "Albatrosses" are used in the Russian Air Force as the main training aircraft, and in a number of countries near and far abroad and as combat vehicles.
L-39 was developed by the Czechoslovak company "Aerovodochody" as part of the Warsaw Pact program, aimed at creating a single training aircraft. Serial production of the main version of the L-39 began in 1973, in the same year the aircraft entered military trials in the USSR. From 1974 to 1989, the USSR received a total of 2094 L-39s.
In the Soviet Union, the L-39 became one of the most massive military aircraft. The car quickly took root, "Russified" - the Latin "L" in the designation of its type was immediately replaced by the Cyrillic "L". And the aviators used their own name "Albatross" much less often than the slang nickname "elka". Aircraft entered the majority of flight schools: Chernigov, Kachinsky and Kharkov, which specialized in training pilots for front-line fighter aviation; Armavir (air defense fighters); Yeyskoye and Borisoglebskoye (fighter-bombers); Barnaul (front-line bomber aviation); Tambov (long-range aviation); Krasnodar (trained pilots for the countries of Asia and Africa). "Albatrosses" were also operated by several Centers for combat training and retraining of flight personnel, a separate training and test regiment of the USSR Cosmonaut Training Center (Chkalovskaya airfield), and divisions of the Civil Aviation Research Institute of the Air Force. A small number of "Albatross" was transferred to flying clubs and training centers DOSAAF. Outside the law enforcement agencies, the LII MAP (Zhukovsky near Moscow) had "elkami". There, the L-39 was used not only as flying laboratories, but also as escort aircraft (for example, during flights of the analogue of the VKS Buran), as well as at the Test Pilot School.
"Albatrosses" are still in service with the Air Force of Russia and other CIS countries, as well as Afghanistan, Algeria, Bulgaria, Germany, Iraq, Cuba, the Czech Republic, Slovakia, Libya, Romania, Syria and Thailand.
The aircraft allows you to perform simple, complex and aerobatics, as well as cross-country flights using radio navigation aids in single and group flights.
Technical characteristics L-39
- Crew: 1 or 2 people
- Length: 12.13 m
- Wingspan: 9.46 m
- Height: 4.77 m
- Wing area: 18.18 m²
- Empty weight: 3455 kg
- Normal takeoff weight: 4525 kg
- Maximum takeoff weight: 4700 kg
- Mass of fuel in internal tanks: 980 kg
- Power plant: 1 × turbofan AI-25TL
- Thrust: 1 × 1800 kgf
Flight performance L-39
- Maximum speed: 761 km/h
- Stall speed: 160 km/h (flaps extended)
- Practical range: 1650 km (without PTB)
- Practical ceiling: 12,000 m
- Rate of climb: 21 m/s (1260 m/min)
- Takeoff run: 580 m
- Run length: 560 m
- Armament
The jet training aircraft Aero L-39 "Albatros" is one of the most common training aircraft of the second half of the 20th century. The machine was created taking into account the massive transition of the air force to equipping with jet aircraft. The main purpose is the initial training in the technique of piloting a jet aircraft in various conditions. The machine is also designed for practicing piloting techniques at night and in difficult weather conditions, acquisition and improvement of air combat skills.
The simple and reliable design of the L-39 aircraft allows it to be operated en masse in training centers, from airfields with hard and unpaved surfaces.
Development and creation of the machine L-39 "Albatros"
The work of Czechoslovak designers on the creation of a new training machine began in the mid-60s. An increase in the speed characteristics of jet aircraft, the presence of sophisticated electronic equipment on board required the creation of a more advanced training machine. In the fall of 1968, the first prototype took to the air, after which the car began to be mass-produced. The aircraft officially entered service in 1971.
The main customers of the Czechoslovak company Aero Vodochody for the supply of jet trainers were the Soviet Union and the Warsaw Pact countries. Since 1972, the aircraft has become the main training machine in the Soviet Air Force, in the aviation units of the Warsaw Pact countries.
Jet training aircraft Aero L-39 "Albatros" on the runway, 1st Guards Mixed Aviation Stalingrad Svirskaya Red Banner Division (Krasnodar Territory, Krymsk)
In total, from 1968 to 1999, 2868 L-39 machines rolled off the assembly line of the Czechoslovak company.
The performance characteristics of the jet training aircraft L-39 model 1971
- Crew - 1/2 person.
- Takeoff weight - 4.5 tons.
- Dimensions: length - 12.1 m, height - 4.7 m, wingspan - 9.4 m.
- Armament: absent.
- Gas turbine engine.
- The maximum speed is 761 km / h.
- Practical ceiling - 12 km.
- Flight range - 1650 km.
The Aero L-39 "Albatros" training aircraft, due to the specifics of its design, was not used in combat operations. There were attempts to convert the car into an attack aircraft, but these works were limited and private. In addition to the countries of Eastern Europe, the L-39 was delivered to Cuba, Vietnam and North Korea. In total, representatives of 46 countries were the operators of the Czechoslovak machine in different years.
Aircraft photo
