l39 upgrade

L-39 Introduction

The AERO L-39 ALBATROS is a proven and reliable aircraft designedfor basic, advanced and operational pilot training as well as forlight attack missions. The L-39 is an all-metal, tandem seat,turbofan powered aircraft designed to provide cadet pilots withproper skills required for transition to supersonic aircraft.

AERO L-39 activities are focused on support of existing L-39operators as well as on new operators seeking reliable, proven andlow cost aircraft.

The suitability of L-39 aircraft for training tasks is demonstrateddaily in military service with more than 30 Air Forces in Europe,Middle East, Asia, Africa and America. The entire L-39 fleet,consisting of more than 2,800 aircraft delivered worldwide, hasaccumulated over 4,000,000 flying hours.

Main Features of L-39 are:

Easy & safe to fly for cadets immediately after their screening training High reliability with proven airframe, engine and aircraft systems Easy to maintain and service Low operational costs Solid and simple aircraft airframe with proven qualities

in the most adverse climatic and operational conditions Two-seat jet training aircraft concept provides excellent

visibility from both cockpits Excellent handling characteristics within the whole

flight envelope, assure effective training and extremely high level of flight safety even in most demanding training programs

Operation capability from grass strips and semi-preparedairstrips allows aircraft operation close to target area

Low fuel consumption The SAFR 5 Auxiliary Power Unit (APU) provides

an autonomous engine starting capability on the ground and emergency engine restart in flight

Wide range of available accessories and modifications are the base for tailored solution of any air force

Through-life logistic support of producer

Multi Mission Flexibility in a Single Airframe:

Basic Training Advanced Training Operational Training Border Patrol Target Simulation

The L-39 Cocpit

Navigation system and instrumentation in the cockpit is basedon Eastern Europe components as RSBN (radio system for shortnavigation), AGD-1 artificial horizon, GMK Gyro magnetic compassand RKL-41 radio direction finder.Communication system uses R832 radio station together withSPU-9 intercom.

Cockpit modification is subject to customer demand.

L-39 ZA

The L-39 Weapon and Stores

Aircraft is able to carry a wide range of EasternEurope standard aerial weapons (bombs, rocketsand missiles) according to version:

Escape System

The L-39 Escape System provides fully automated survivableescape regardless of aircraft attitude. Safe escape is provided formost combinations of aircraft altitude, speed, attitude and flightpath, within the envelope including zero altitude and 150 km/hminimum speed.

2 x FUEL TANK 350L + MACHINE-GUN POD

4 x UB-16-57U+ MACHINE-GUN POD

2 x UB-16-57U + 2 x FUELTANK + MACHINE-GUN POD

2 x R-3U (R-35) + 2 x FUELTANK + MACHINE-GUN POD

4 x OFAB 100 + MACHINE-GUN POD

4 x FAB 250

2 x FAB 500

2 x FAB 250 + 2 x OFAB 100 + MACHINE-GUN POD

2 x FAB 250 + 2 x FUEL TANK

2 x FAB 250 + 2 x UB-16-57U + MACHINE-GUN POD

L-39 ZO2 x FUEL TANK 350L

4 x UB-16-57U

2 x UB-16-57U + 2 x FUEL TANK

2 x R-3U (R-35) + 2 x FUEL TANK

4 x OFAB 100

4 x FAB 250

2 x FAB 500

2 x FAB 250 + 2 x OFAB 100

2 x FAB 250 + 2 x FUEL TANK

2 x FAB 250 + 2 x UB-16-57U

L-39 C2 UB-16-57U

2 x R-3U

2 x OFAB 100Weapon system modification is subject to customer demand.

L-39 Basic Data

External Dimensions:Wing span 9.46 m 31 ftLength, overall 12.13 m 39 ft 10 inHeight, overall 4.77 m 15 ft 8 in

Weights and Loadings:Basic empty weight 3,400-3,580 kg 7,496-7,892 lbMax ramp weight 5,670 kg 12,500 lbInternal fuel capacity 1050 kg 2,314 lbTotal fuel capacity 1,542 kg 3,360 lb[Internal fuel and 2x350 l drop tanks]

Performance:Max level speed 750 km/h 450 KTASNever-exceed speed [sea level] 910 km/h 491 KTASMax rate of climb (approx.) 21 m/s 4,130 ft/minService ceiling (approx.) 11,000 m 36,000 ftMax range (with drop tanks) 1,350 km 730 nmMax endurance (with drop tanks) 2 hr 45 min 2 hr 45 min Take-off run [sea level] 540 m 1,770 ftLanding run [sea level, 50 % fuel] 550 m 1,800 ftStalling speed [landing flaps, 50 % fuel]

158 km/hr 85 KTAS

Design load factor:Max structural limit +8g; -4g

Engine performance:Type: AI-25 TL twin-shaft turbofan engineBypass ratio: 1.98Maximum static thrust: 16.87 kNSpecific fuel consumption: 56.9 kg/hr/kN Air flow: 46.75 kg/sOverall Pressure Ratio: 9.5

Contact us for more information about available support and upgrade programs.

Aircraft Availability

AERO offers this model as second-hand fully refurbished aircraftwith new service life of 4,500 flight hours and minimum 15 years(L-39 is not currently in production). These values are initialand could be further increased based on the real fatigue data.The aircraft undergo unique Service Life Extension Program (SLEP)exclusively developed by AERO Vodochody a.s., the originalproducer of L-39 aircraft.

Service Life Extension Program is based on: Operational flight loads recording Stress analysis and simulation Fatigue life analysis and simulation Special airframe Non Destructive Inspection Unique technological treatments and procedures

Benefits of SLEP: No "administrative" extension over 15 years Exact evaluation of the end of service life - No estimations! Maximal available service life for each aircraft based

on fatigue monitoring Effective fleet management can be implemented

AERO L-39 Through-Life Support: Logistic support - including Bulletin Service, spare parts,

ground support equipments, delivery and support of AERO specialist directly at the location of L-39 operation

Overhauls or specified periodical works and repairs Service Life Extension Programme (SLEP) Transition to on-condition operation scheme Upgrades and modernization programs Pilot training Ground personnel training Simulators

AERO Vodochody a.s.,Odolena Voda 374, 250 70 Czech RepublicTel: +420 255 763 110, +420 255 762 021, Fax: +420 255 763 220, +420 283 970 038E-mail: [email protected], http://www.aero.cz

Avionics Upgrade 1Modification to ICAO compatible cockpit instruments

Key features Obsolescence problem solutionEuropean navigation standardEmergency Guard Receiver installed

The original communication, navigation and identification equipment is replacedby off-the-shelf ruggedized commercial avionics, providing the customer witha fully ICAO compatible aircraft.

The upgraded Communication/Navigation/Identification (CNI) Set providesa low cost and a low risk solution, which upgrades the L-39 to the currentstandard of military training aircraft in the basic/advanced trainers category. Theproposed commercial avionics blocks are widely used in many aircraft worldwide.

The new controls and displays installed comprise

Horizontal Situation Indicator (HSI) Encoding Altimeter Intercom and Radio Control Panel DME Indicator Radio Magnetic Indicator (RMI) Standby Radio Control Panel VOR/ILS, ADF and Transponder Control Panels GPS Control Panel (optional)

Communication

Communication is secured by means of a two-band UHF/VHF radio anda standby VHF radio.

The two-band UHF/VHF radio covers the frequency ranges between 118 and155.975 MHz in the VHF band and between 225 and 399.975 MHz in the UHF band,for communication with other aircraft, air traffic control and ground or marine forces.

The radio has a 20-channel preset feature.

Both cockpits can share the radio control and direct frequency selection. The radiocontrol works via a dedicated control panel with an integrated intercom. Channelspacing of 25 kHz and 8.33 kHz is available and there are guard channels witha frequency of 121.5 or 243.0 MHz.

The standby radio (optional) covers the frequency range between 118.000 and136.975 MHz in the VHF band. Channel spacing of 25 kHz and 8.33 kHz is available.

AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech RepublicTel: +420 255 763 110, Fax: +420 283 970 038, E-mail: [email protected], http://www.aero.cz

Navigation GPS

The Global Positioning System (GPS) is the primary navigation system forthe upgraded L-39ZO. The GPS receiver automatically selects signals from four or moresatellites to calculate three-dimensional position, velocity and time. Using the unencrypted coarse acquisition navigation signal (C/A code),which is available to all users, the system accuracy reaches at least 100meters horizontally and 140 meters vertically, 95 % of the time. Unlikeground-based navigation systems, the GPS provides global coverage with virtuallyno signal inaccuracies associated with propagation in the earth's atmosphere.

Radio Altimeter

The original radio altimeter has been retained and is integrated with the upgradedavionics system.

TACAN/DME

The Tactical Air Navigation System (TACAN) measures the azimuth and line-of-sightdistance between the aircraft and a selected TACAN ground station. The unit alsohas a Distance Measuring Equipment (DME) function, providing only a line-of-sightdistance measurement between the aircraft and a selected DME ground station.

VOR/ILS

The VOR/ILS navigation receiver provides radio navigation aids for en-route and landingoperations and generates information for display on both the Horizontal SituationIndicator (HSI) and the Radio Magnetic Indicator (RMI). The system givesthe VOR (VHF Omni-directional Ranging) guidance for en-route navigation,the ILS (Instrument Landing System) guidance information for landing operationsand the MKR (Marker) function, which indicates proximity to the landing area.

Automatic Direction Finder

The Bendix/King KDF 806A Automatic Direction Finder (ADF) is a backupsystem for the VHF equipment and can be used when the line-of-sighttransmission becomes unreliable or when there is no VOR equipment on theground. The ADF can receive both the AM radio station and the Non-Directional Beacon (NDB) for navigation on instrument approach procedures.The transceiver can be controlled from a dedicated control panel in bothcockpits and generates information for display on both the HSI and the RMI.

Transponder

The Transponder (XPDR) receives and decodes interrogations, encodes a selected reply and transmits the reply througha proper channel. The following modes are supported: Mode 3/A - air traffic identity (military/civil) Mode C - altitude reporting (military/civil)

The pressure altitude is given directly by the encoding altimeter to support C mode altitude reporting.

Avionics Upgrade 2Modification to ICAO compatible cockpit using Multifunction Displays

Key features Obsolescence problem solutionEuropean navigation standardEmergency Guard Receiver installed Excellent navigation capability using color displays

The avionics system is built around the Electronic Flight Instrument System (EFIS), which is the true core of the unit. Theco-operating subsystems (sensors), such as the AHRS, the ADC and the VOR/ILS, communicate with the core via theARINC-429 data bus, while the GPS receiver and the AIU use the RS-232 bus. Other systems, such as the radio altimeterand the optional ADF, rely on analog and DC sine and cosine data respectively. The UHF/VHF and the VHF radios, theintercom, and the XPDR are stand-alone, and thus fully independent from the rest of the avionics package.

The L-39 avionics concept is based on the well-proven, commercial, off-the-shelf units and is the best trade-offbetween performance and price. The use of civil data buses enables an easy maintenance and troubleshootingprocess, and in addition expensive, complicated and excessively sophisticated testers are not needed. GroundSupport Equipment (GSE) is not required either.

The avionics system employs powerful processors, advanced displays with excellent image viewing resolution andsimple controls, allowing high-level data integration and task automation. This results in effective training, reducedpilot workload, excellent mission efficiency and an extremely highlevel of flight safety.

Communication

Communication is secured by means of a two-band UHF/VHF radio and a standby VHF radio.

The two-band UHF/VHF radio covers the frequency ranges between 118 and 155.975 MHz in the VHF band andbetween 225 and 399.975 MHz in the UHF band, for communication with other aircraft, air traffic control and groundor marine forces. Channel spacing of 25 kHz and 8.33 kHz is available and there are guard channels with a frequencyof 121.5 or 243.0 MHz.The standby radio (optional) covers the frequency range between 118.000 and 136.975 MHz in the VHF band. Channelspacing of 25 kHz and 8.33 kHz is available.

The new controls and displays installed comprise: Electronic Flight Instrument System (EFIS) UHF/VHF Radio VHF Radio (standby) Attitude Heading and Reference System (AHRS) Air Data Computer (ADC) GPS Receiver Radio Altimeter Distance Measuring Equipment (DME) VOR/ILS Navigation Receiver (VOR/ILS) Transponder (XPDR) Flight Data Recorder (FDR)

Controls and Displays

Electronic Flight Instrument SystemThe cockpit controls and displays are represented by the Electronic Flight Instrument System (EFIS), whichprovides the pilots with aircraft system control and information required during individual flight phases, such as en-route navigation or landing. The EFIS consists of two 5 x 4 inch Primary Flight Displays (PFD) and two 5 x 4 inchMulti-Function Displays (MFD), one pair in each cockpit. PFD SymbologyThe PFD combines analog and digital Pitot-Static information, heading, attitude, 3-Dnavigation data and more, overlaid on a virtual background of the outside world. Objectsshown in the virtual background, including approaches and runways, are displayed in a waythat is user-friendly for the pilot (proper scale and perspective according to the aircraft'sposition, altitude and heading). What is shown on the screen is a simulation of a day VFRview from the aircraft's front cockpit).Navigation Display (ND) SymbologyThe ND is presented either in a conventional HSI format or a moving map (arc or centered).The moving map is vector-based and uses the Jeppesen NavData and other databases todisplay airports, navigation aids, airspace and winds. Each display is comprised of a high-brightness backlit LCD (Liquid Crystal Display) screen, eight buttons, two control knobs and anoptional slip/skid indicator. Each display is driven by its own internal processor. All displayscommunicate with (but do not rely upon) each other, and all sensors are connected to thedisplays in parallel, so each display is independent from all the others.

Navigation

Attitude Heading and Reference SystemThe Attitude Heading and Reference System (AHRS) is an all-attitude inertial sensor system, which givesthe aircraft attitude, heading and flight dynamics information to the EFIS. This highly reliable, strap-down inertialmeasurement system uses Fiber Optic-rate Gyros (FOGs) and micromechanical accelerometers, which are strappeddown to the principal aircraft axes. The maximum pitch and roll rates for the AHRS are 600o per second.On start-up, the AHRS performs a 45-second alignment. The aircraft must remain stationary during the alignment:the EFIS will not display the attitude until the AHRS has successfully initialized. GPS ReceiverThe GPS receiver sends position and integrity data to the EFIS, which in turn presents the useful position, navigation,and wind information on the PFD and MFD (in a moving map format). The EFIS continuously monitors the GPS status.Radio AltimeterThe Radio Altimeter performs height above the ground measurements from 0 to 2,500 feet (750 meters). The radioaltimeter output is routed to the EFIS for display. The Decision Height (DH) is selectable from the EFIS. Both valuesare displayed on the EFIS PFD. DMEThe Distance Measuring Equipment (DME) measures the line-of-sight distance between the aircraft and a selectedDME ground station. The transceiver is controlled from the remote, combined VOR/ILS/DME control panel locatedin the cockpit (one in each cockpit) and generates information for display on the EFIS PFD. The transceiver givesslant range, relative closure rate and time to station information.VOR/ILSThe VOR/ILS navigation receiver provides radio navigation aids for en-route and landing operations. The transceiver iscontrolled from the remote, combined VOR/ILS/DME control panel located in the cockpit (one in each cockpit) andgenerates information for display on the EFIS PFD. The VHF Omni-directional Ranging (VOR) function provides guidanceinformation for en-route navigation. The navigation receiver provides bearing to the station, TO/FROM and deviation fromthe selected course information. The Instrument Landing System (ILS) function provides guidance information for landingoperations by receiving and processing localizer (LOC), glide slope (GS) and marker beacon (MKR) transmissions. TransponderThe Transponder (XPDR) receives and decodes interrogations, encodes a selected reply and transmits the replythrough a proper channel. The following modes are supported: Mode 3/A - air traffic identity (military/civil) Mode C - altitude reporting (military/civil)


Avionics Upgrade 3Installation of HUD together with HOTAS

Key features Head-Up Display (HUD)Hands on Throttle and Stick (HOTAS) Advanced Weapon Control System

The High Level Avionics System is based on an integrated, open and flexiblearchitecture with full redundancy. This approach provides the modularity needed foreasily tailored avionics configuration according to specific customers requirements.

The avionics system uses powerful processors, advanced displays and simplecontrols, allowing for high-level data integration and task automation. This,together with the L-39 Glass Cockpit, results in an effective training, reduced pilotworkload, excellent mission efficiency and an extremely high-level flight safety.

The new controls and displays installed comprise: Mission Computer Head-Up Display (HUD) HUD Repeater Multi-Function Display (MFD) Up-Front Control Panel (UFCP) HOTAS Grips for throttle and control stick Electronic Standby Instrument System (ESIS) VHF/UHF Radio VHF Radio Embedded GPS/INS (EGI) Air Data Computer Total Air Temperature Sensor AOA Computer TACAN/DME Navigation Receiver VOR/ILS Navigation Receiver IFF Transponder Flight Data Recorder (FDR) Audio/video Recorder

The Head-Up Display (front cockpit) is the primary flight instrument andweapon delivery display. Navigation and weapon delivery information isprojected onto its dual combiner glass, keeping the pilot fully informed,while he is looking out of the cockpit, without the need for a head-downcockpit operation during critical phases of the mission. The HUD displayprovides a 25 total field-of-view display and is capable of operating instroke mode. Input signals are generated by the Mission Computer (MC).

The Up-Front Control Panel (UFCP) is included on the lower face of theHUD. It allows the pilot to select various system modes and manuallyenter numerical data into the system.

Multi-Function Displays

Both cockpits include full color Multi-Function Displays (MFDs). Each MFDincorporates active matrix LCD technology and a bezel surrounding the perimeterof the displayable area. The bezel includes sixteen optionally selected pushbuttons that allow the pilot to issue control commands for subsystem modeselection and data entry.

The primary task of the MFD is to display the picture supplied by the MissionComputer and to process the pilot control inputs. The MFD displays a variety ofdisplay formats for communication, navigation, identification, system status andweapon delivery presentations. Any of the available display formats can beselected for presentation on either or both of the MFDs in each cockpit.

HOTAS

The Hands-On-Throttle-And-Stick (HOTAS) concept enables the pilot to performefficiently during high-g or high threat maneuvers, by locating all critical controlsfor an air-to-air and air-to-ground attack on the control stick and throttle. Withoutremoving his hands from the stick and throttle, the pilot can control all missioncritical systems.

Both cockpits also feature a number of instruments, serving as a back up and/orproviding supplementary information.

IFF Transponder

The Identification Friend or Foe (IFF) transponder system receives and decodesinterrogations, encodes a selected reply and transmits the reply through a properchannel. The following IFF modes are supported:


Scope

For minimum pilot workload and maximum effectiveness of his operation, only the data relevant to individualmission phases are displayed on the HUD and MFDs. The information displayed is consistent with the hierarchy ofavionics Master Modes, Modes and Submodes as follows:

Navigation Master - Mode En-route - Approach

Air-to-Air Master Mode - Continuously Computed Impact Line (CCIL) Submode- Lead Computing Optical Sight (LCOS) Submode

Air-to-Ground Master Mode - Continuously Computed Impact Point (CCIP) Mode - Continuously Computed Release Point (CCRP) Mode- Dive Toss Mode (DTOS)- Manual (MAN)- Dogfight Override (DGFT) Master Mode

Mode 1 - security identity (military) Mode 2 - personnel identity (military) Mode 3/A - air traffic identity (military/civil) Mode C - altitude reporting (military/civil)

Data Recording Modification

Key features Electronic recording deviceEasy data downloading and evaluationMaintenance free unit

Flight Data Recorder

The Flight Data Recorder (FDR) is intended for recording aircraft systemsoperation and crash parameters. The FDR is used as a direct replacement of theSARPP-12G recorder, using the original sensors and system wiring.

The recorder is installed on its original position on the left side of the aircraft tailpart. All items necessary for installation are provided in the installation kit.

Data from the FDR can be easily loaded onto a personal computer (PC) fordebriefing, failure tracking and storage. The data can be loaded either directly tothe PC or via the PMU-F portable memory unit.

Old SARPP-12G Installation (top)and new FDR Installation (bottom)

Portable memory unit (left) andPC with evaluation software (right)

Advanced Data Recording Options

The L-39 aircraft can be equipped with optional advanced recording systems for fast and complex mission planningand debriefing. The recorded data provide a complex debriefing capability for pilot monitoring, as well as for bombdamage assessment and reconnaissance purposes.


Audio/Video RecorderThe ruggedized Video Tape Recorder (VTR) ensures a qualified and proven systemfor reliable recording of the HUD symbology and the outside view as receivedfrom the HUD Camera. The VTR can record up to 120 minutes. Audio material,provided by the intercom system, is recorded simultaneously with the video. Therecorded data can be used for debriefing the pilots operation, weaponeffectiveness or tactical situation.

Data Acquisition and Recording SystemThe Data Acquisition and Recording System (DARS) collects and records aircraftsystems status and operation data, records flight parameters, including a 3Dpresentation of Time, Space and Position Information (TSPI), and monitorsaircraft loading. It also contains a survivable crash recorder unit.

Flight data recorder (left) and data acquisition unit (right)form the core of DARS

Mission Debriefing and Analysis Workstation (MDAW) software

Debriefing AidsThe Debriefing Aids form an integral partof the DARS. The purpose of these aidsis to support training of future combatpilots in the complete loop of missionplanning - mission execution - missiondebriefing phases in the same manner aswith supersonic aircraft. The recorded datacan be evaluated on the Mission Debriefingand Analysis Workstation (MDAW).

GPS Installation

Key features Precise navigation in all weather conditionsIndependence from ground stations

The L-39 navigation system can be enhanced by employing the Global PositioningSystem (GPS), which consists of 21 active and 3 standby satellites.

The GPS receiver automatically selects signals from four or more of the mostconveniently located satellites to calculate a three-dimensional position, velocityand time. Using the unencrypted coarse acquisition navigational signal (C/Acode), the system accuracy reaches at least 100 meters horizontally and 140meters vertically, 95 % of the time. Unlike ground-based navigation systems, theGPS provides global coverage, with virtually no signal inaccuracies associated withpropagation in the earth's atmosphere. The GPS is an "earth-oriented" navigationsystem - it determines its location in terms of latitude and longitude.

The GPS system can be controlled from a dedicated control panel with anintegrated alphanumeric display located in the front cockpit.

GPS Control Unit

The GPS Control Unit provides two basic modes of navigation Direct navigation - a fast way to set a course to a destination waypoint from the current position Route navigation - allows to create a chain of waypoints to fly in sequence

In addition, it supports An approach navigation mode, which allows flying non-precision approaches to airports with the GPS

and overlay procedures, using information contained in the Jeppesen Nav Data card. This card is a removable part of the GPS Control Unit.

A view of the nearest 9 waypoints within 200 NM of the aircraft current position.

The GPS system is IFR approach certified under TSO C129a A1 and offers a very high-definition moving map. Thissystem provides two strengths: crisp, high-detail moving map technology and approach-certified IFR GPS receivers.

The moving map image on the GPS is exceptionally sharp. The LCD is the familiar yellow-on-black display. The high-resolution display is readable from every angle in all lighting conditions. A photocell in the display automaticallycontrols the intensity of the backlight and will reverse the display from black-on-yellow to yellow-on-black formaximum contrast in daylight or nighttime viewing. Pilots may optionally make these adjustments manuallyaccording to their individual preferences.


Technical characteristics

GPS Receiver: PhaseTrac12, 12 parallel channel receiver, simultaneously tracks

and uses up to 12 satellites

Acquisition Time: 15 seconds (warm), 45 seconds (cold)

Update Rate: 1/second, continuous

User Customization Waypoints: 1,000 user-defined

Flight Plans: 20 reversible routes of up to 31 waypoints each

Comments: Storage for comments on up to 250 waypoints

Checklists: 9 user checklists of up to 30 items each

Communication System Upgrade Replacement of the original R-832 radio by a Czech radio station

Key features High reliability in extreme climate conditionsEmergency Guard Receiver installed Channel Spacing of 25 kHz and 8.33 kHz

Main radioand control panels

To enhance radio-communication capability and reliability of the L-39 aircraft, the obsolete R-832 M radio and the SPU9intercom are replaced with two new VHF/UHF radio stations with an emergency receiver and a VHF station.

The radio set is used with many different aircraft types, such as L-29, L-39, L-59, L-410, AN-24, AN-26, TU-154,MIG-21, as well as with MI-8, MI-2, MI-17 helicopters, used in many Air Forces worldwide.

Communication is secured by means of one two-band main UHF/VHF radio and by one standby VHF radio.

The main UHF/VHF radio covers the radio frequency range from 118.000 to 155.975 MHz in the VHF bandand the radio frequency range from 225.000 to 399.975 MHz in the UHF band, for communication with other aircraftand air traffic control. Up to 20 channels can be preset for the radio.

The radio is controlled from both cockpits by dedicated control panels. Each control panel tunes the radio(either via preset channels or by a direct frequency selection) and also acts as an intercom system. In thetransmitting mode, after the PTT key is pressed, the rear pilot has a priority over the front one. Channel spacing of25 kHz and 8.33 kHz is available and there are guard channels with a frequency of 121.5 or 243.0 MHz.


Technical characteristics

Frequency range (VHF) 118.000 - 155.975 MHz

(UHF) 225.000 - 399.975 MHz

Band freq. distribution (VHF) 25 kHz (8.33 kHz)

(UHF) 25 kHz

HF efficiency (switchable) full: min. 15 W

reduced: 6 2 W

Depth of modulation 90 % 10 %

Sensitivity for (S+N)/N = 15 dB min. 3 VRange min. 120 km at H = 1,000 m

Technical characteristic:

Frequency range (VHF) 118.000 - 136.975 MHz

Band frequency distribution 25 kHz (8.33 kHz)

HF efficiency min.16 W for 25 kHz

min. 6 W for 8.33 kHz

Sensitivity for (S+N)/N = 6 dB min. 3 VRange min. 120 km at H = 1,000 m

Standby radio

The standby VHF radio covers the frequency rangebetween 118.000 and 136.975 MHz in the VHF band.

The radio has a 20-channel preset feature. Only the frontcockpit is capable of radio control; the rear cockpit can onlyreceive and signal. The radio control panel is an integralpart of the transceiver block. Channel spacing of 25 kHzand 8.33 kHz is available.

Escape System Upgrade

Key features Zero speed - zero altitude capabilityAutomatic sequence including canopy jettison Faster and safer ejection than with VS-1/BRI seat

The Upgraded Escape System provides a fully automated survivable escape regardless of the aircraft orientation. TheVS-2 ejection seat is cartridge operated and rocket assisted. Safe escape is provided for most combinations of theaircraft altitude, speed, attitude and flight path, within the envelope, including zero speed - zero altitude.


Main system features

Zero speed - zero altitude capability

Fully automatic sequencing

Dual redundant system (main electro-pyrotechnic system and independent standby pyrotechnic system)

Automatic canopy jettison:- Canopy jettison at a speed over 310 km/h (167 kt)- Canopy fragmentation by the Miniature Detonating Cord (MDC)

at lower speeds

Backup capability: - Ejection through the canopy transparency in case of an electric power

supply failure or a failure of the canopy jettison or the MDC- Independent canopy jettison by the canopy jettison handle located

in both cockpits.

Drogue deployment, pilot/seat separation and parachute deployment are automatically controlled.

Manual pilot/seat separation system in case of an automatic release failure

Automatic survival kit lowering

Integrated harness and leg restraint system

Integrated Emergency Oxygen System

Accommodates a wide range of aircrew population

VS-2 ejection seat high-speed testing

The system is comprised of twolightweight fully automatic VS-2ejection seats, a canopy jettisonand a fragmentation system.

VS-2 ejection seat (1) and Miniature Detonating Cord - MDC (2)

Systems Upgrade

Key features Independence from the ground oxygen sourcesHigh-performance Ni-Cd batteryExternal lights improvementHighlight aircraft trajectory during air show

OBOGS installation

No high pressure bottles Independence from the ground oxygen sources Shorter pre-flight maintenance

The OBOGS (On-Board Oxygen Generating System) system iseasy to maintain and provides oxygen for the crew as long asthe engine is running. Comprehensive Built-In-Tests (BIT)provide self-testing of the oxygen monitor and eliminate theneed for all organization-level support equipment.

Ni-Cd battery

A 20-vented nickel-cadmium cells alkaline battery withwelded polyamide cases is provided.

The battery is connected to the aircraft DC power supplysystem. It can be used: to start the APU in reference to the aircraft system on the ground, before electrical power is supplied

to the aircraft systems as an emergency power in flight

in case of a power supply system failure

The battery is fully compatible with all types of the L-39 aircraft- C, ZA and ZO. The installation kit for onboard battery temperature indicationis provided for the aircraft, which was originally equipped with an acid battery.

External lights installation

To increase the safety of the air traffic and situation awareness, anti-collision lights can be installed as well asluminescent formation lights, allowing safe night formation flights.

Smoke generation system

To highlight the aircraft trajectory during an air show or public display, the smoke trace generator for the L-39aircraft is used for creating a colored smoke trace in the exhaust flow of hot gas behind the aircraft. The system is reliable and easy to maintain. It is controlled by a switch located on the throttle in the front cockpit.


Anti-collision light Formation Light

Weapon System Modification

Key features Four NATO compatible weapon stationsMachine-gun capabilityWestern weapon capability (Mk81, Mk82, CRV-7, AIM-9)

Machine-gun pod HMP 250 HMP 400

Caliber (mm) 12.7 12.7

Firing rate (rounds/min) 1,025 75 1,025 75

Rounds number 250 400

Dimensions (mm) Length 1,810 1,810

Diameter 410 410

Weight (kg) Empty 86 86.5

Loaded 118.5 139.5

After firing 104 94

Flight limitations M=0.75 M=0.75

Altitude 40,000 ft Altitude 40,000

Load factor +11.5 / -6.5 Load factor +11.5 / -6.5

Service life (fired rounds) 100,000 100,000

Harmonization capability () 0.75 0.75

The aircraft weapon system can be modified to the western type using 14" lugs. Weapons can be loaded onto fourunder-wing pylons.

The weapon system is controlled by the dedicated Weapon ControlPanel located on the left side of the instrument panel in the frontcockpit. If the aircraft is not equipped with the HUD display, aiming issecured by a simple optical gyroscopic sight; otherwise, the HUDdisplay is used for aiming.

The range of weapons is close to the L-59T range, excluding the GSh-23gun. This gun is replaced by the HMP 250 or HMP 400 machine-gun podmade by the Belgium company FN Herstal (see the following table).

Weapons can be loaded in thefollowing configuration (whichcan be modified according tothe customer's specification)


The inner pair of stations ismodified to accommodate fueltanks with the capacity of 350 l.The range of the aircraftwith external fuel tanks hasincreased by 40 %.

2 x FUEL TANK

4 x LAU 5002 (6 x CRV-7)

2 x FUEL TANK, 2 x LAU 5002

2 x FUEL TANK, 2 x AIM-9

4 x Mk 81

4 x Mk 82

2 x Mk 81, 2 x Mk 82

2 x FUEL TANK, 2 x Mk 82

2 x Mk 82, 2 x LAU 5002

2 x Machine Gun 12.7

2 x Machine Gun, 2 x LAU 5002

2 x Machine Gun, 2 x FUEL TANK

2 x Machine Gun, 2 x Mk 82

l39 upgrade

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