The L-39C
'Albatross' is probably the most popular jet fighter-trainer in the World
and is certainly the fastest selling jet ‘warbird’ into the civilian market
with approximately 200 aircraft already sold to Western buyers.
This is really due to a combination of stunning looks; lovely flying
qualities; very good performance; extreme simplicity of operation (automatic
fuel system; manual controls etc) for such a ‘front-line’ aircraft and
relative economy of operation due to fan-engine, and also relatively cheap
parts.
In
addition the L-39 has proved itself very reliable and safe in operation.
Having said that it is an extremely high performance aircraft and
although perfectly suitable for a private owner, will inevitably take a certain
amount of time for conversion on the part of pilots without previous jet
experience.
We are
able to obtain at extraordinarily good prices, L-39C from the Ukrainian Air
Force. These aircraft are typically
low time, with good hours remaining on all components.
Cosmetic condition is literally ‘as is,’ and the aircraft have not
been used for a number of years. However
our procedure is to take the aircraft into the Air Force maintenance facilities;
check undercarriages; retraction systems; pressurisation and conditioning etc
etc. Although not flown, this does
mean that the mechanical condition of the aircraft is excellent.
Dimensions
Wing Span: 9.4m (31ft)
Length: 12.13m (39ft 10in)
Height: 4.77m (15ft 5in)
Weight:
Empty but equipped: 3440 – 3580kg (7584 – 7892 lb)
Fuel:
Internal fuel: 824kg (1187lb)
2 x Standard 100L wing tip tanks: 156kg (344lb)
2 x 300L wing tanks: 554kg (1221lb)
Maximum ramp weight: 4580 – 4720kg (10097–10406 lb)
(For
aircraft weight at 4300kg)
Maximum level speed: 755km/hr (407kts)
Dive Speed: 910kn/h (491kts)
Stall speed (with flaps): 169-190km/h (91-103kts)
Maximum climb rate: 22m/s (4330ft/min)
Climb to 5000m: 6 min
Range (with wing tanks): 1800km (971nm)
Endurance (with wing tanks): 4 hours
Takeoff distance (over 15m): 800m (2625ft)
Landing distance (over 15m): 930m (3050ft)
Service ceiling: 11000m (36080ft)
Airframe Life
As is normal military practice and particularly in view of the type of flying for which the L-39 was intended, it is required to have a major airframe overhaul at 1,500 hour intervals, (1,600 with extension). Historically of course this has only been done for military customers for whom price is relatively unimportant, but as more aircraft come into civilian hands, where overhaul lives and so-forth are not necessarily so rigorous, individual countries are giving much more flexibility about these overhaul periods and therefore costs.
A Western purchaser has the alternative of a low-time aircraft, but which will need the 1,500-hour overhaul, or a higher time aircraft that has had the overhaul. Our personal view is that the latter is likely to be a better aircraft at approximately the same price.
Engines
There are three series of engines – 500 hour (now quite rare); the 750 hour (these two are the ’905 series’), and the 1,000 hour (the ‘708’ series’). Mechanically the differences are very few, and generally it is a tough, robust and reliable engine.
Historically zero-timed engines have been relatively cheap, but this situation is beginning to change significantly.
APU
The aircraft starts with a Safir APU and this is limited to 3000 starts.
We obtain all our L-39s from the Air Force of the Ukraine. These were historically part of the Soviet Union Air Force, since much of the training was done in the Ukraine where the weather is a lot better than in Russia. Following the break-up of the Soviet Union these aircraft were left behind, and are well in excess of the future requirements of the Ukraine Air Force.
Because of our good contacts, and the fact that we are dealing directly with Ukrinmash, which is the government sales organisation in the Ukraine, our prices are, we believe, extremely low.
Ø These aircraft have been operated by the military, and their hours and component times can be totally relied on.
Ø In addition we employ a Ukrainian who was historically the manager of the maintenance organisation (see below) who inspects all aircraft in detail before we even offer them, and then supervises the whole process of detailed inspection once an aircraft has been sold.
Ø In addition he also supervises the packing so we have a high degree of confidence in the quality of the aircraft; that all the parts have been appropriately checked and working to the correct standard, and that, finally, the aircraft is properly disassembled and packed.
Ø Although we will only sell aircraft that are in good condition, they have not been used for a while – the exact time varies, but it is typically between two and four years, although they are totally inhibited for long-term storage, and we have never found any problems as a result of this storage.
Ø Our procedure is to take them to a State maintenance factory, where the engines are run; all systems are checked, including fuel; undercarriages; pressurisation; electrics etc etc. They are then dismantled and packed, using factory shipping jigs. One L-39 fits into a standard 40ft container.
Ø Although we will have established that there is nothing fundamentally wrong with each aircraft, it is possible that some items will be out of flight time or calendar time, but this would only be the case of items that are not in any way ‘safety’ related, or important for aircraft operation. For example, ‘bag’ fuel tanks have an 8-year calendar life, but the practice in the Soviet Union was to operate the aircraft until the tanks leaked, and only then replace them. New tanks are available from the manufacturer, Aerovodochody in Prague, but it is quite a major job to fit them.
Ø Please note however these are not aircraft that a new owner will be able to operate immediately. They will need the following work:
o Removal of surplus military equipment.
o Re-establishment of CofG.
o Western avionics.
o Painting inside and outside.
o (Typically) items such as tyres – we can include these with the sale if needed.
o
The ejector seats are sold ‘as is,’ but we can have them
inspected and re-lifed if required.
We have historically had aircraft totally overhauled in Estonia, and sold with Normal Category Estonian registration. However the Estonian CAA will now only give ‘restricted’ certification to the L-39 (which is probably reasonable since it does not have international Type-Certification).
Aircraft can therefore be operated in a variety of different ways in different countries, but typically with local ‘experimental’ or ‘restricted' documentation.
