L-39 Introduction

The AERO L-39 ALBATROS is a proven and reliable aircraft designed for basic, advanced and operational pilot training as well as for light attack missions. The L-39 is an all-metal, tandem seat, turbofan powered aircraft designed to provide cadet pilots with proper skills required for transition to supersonic aircraft. AERO L-39 activities are focused on support of existing L-39 operators as well as on new operators seeking reliable, proven and low cost aircraft. The suitability of L-39 aircraft for training tasks is demonstrated daily 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, has accumulated 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-prepared airstrips 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 based on Eastern Europe components as RSBN (radio system for short navigation), AGD-1 artificial horizon, GMK Gyro magnetic compass and RKL-41 radio direction finder. Communication system uses R832 radio station together with SPU-9 intercom. Cockpit modification is subject to customer demand.

The L-39 Weapon and Stores

Aircraft is able to carry a wide range of Eastern Europe standard aerial weapons (bombs, rockets and missiles) according to version:

L-39 C
2 UB-16-57U

2 x R-3U

Weapon system modification is subject to customer demand.

2 x OFAB 100

L-39 ZA
2 x FUEL TANK 350L + MACHINE-GUN POD 4 x UB-16-57U + MACHINE-GUN POD 2 x UB-16-57U + 2 x FUEL TANK + MACHINE-GUN POD 2 x R-3U (R-35) + 2 x FUEL TANK + MACHINE-GUN POD 4 x OFAB 100 + MACHINE-GUN POD 4 x FAB 250

L-39 ZO
2 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 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 OFAB 100

2 x FAB 250 + 2 x FUEL TANK

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

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

Escape System
The L-39 Escape System provides fully automated survivable escape regardless of aircraft attitude. Safe escape is provided for most combinations of aircraft altitude, speed, attitude and flight path, within the envelope including zero altitude and 150 km/h minimum speed.

L-39 Basic Data

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

Weights and Loadings: Basic empty weight 3,400-3,580 kg Max ramp weight 5,670 kg Internal fuel capacity 1050 kg Total fuel capacity 1,542 kg [Internal fuel and 2x350 l drop tanks] Performance: Max level speed Never-exceed speed [sea level] Max rate of climb (approx.) Service ceiling (approx.) Max range (with drop tanks) Max endurance (with drop tanks) Take-off run [sea level] Landing run [sea level, 50 % fuel] Stalling speed [landing flaps, 50 %

7,496-7,892 lb 12,500 lb 2,314 lb 3,360 lb

750 km/h 910 km/h 21 m/s 11,000 m 1,350 km 2 hr 45 min 540 m 550 m fuel] 158 km/hr

450 KTAS 491 KTAS 4,130 ft/min 36,000 ft 730 nm 2 hr 45 min 1,770 ft 1,800 ft 85 KTAS

Design load factor: Max structural limit

+8g; -4g

Engine performance: Type: AI-25 TL twin-shaft turbofan engine Bypass ratio: 1.98 Maximum static thrust: 16.87 kN Specific fuel consumption: 56.9 kg/hr/kN Air flow: 46.75 kg/s Overall Pressure Ratio: 9.5

Aircraft Availability
AERO offers this model as second-hand fully refurbished aircraft with new service life of 4,500 flight hours and minimum 15 years (L-39 is not currently in production). These values are initial and 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 original producer 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

Contact us for more information about available support and upgrade programs. AERO Vodochody a.s., Odolena Voda 374, 250 70 Czech Republic Tel: +420 255 763 110, +420 255 762 021, Fax: +420 255 763 220, +420 283 970 038 E-mail: mr@aero.cz, http://www.aero.cz

Avionics Upgrade 1
Modification to ICAO compatible cockpit instruments

Key features

Obsolescence problem solution European navigation standard Emergency Guard Receiver installed

The original communication, navigation and identification equipment is replaced by off-the-shelf ruggedized commercial avionics, providing the customer with a fully ICAO compatible aircraft. The upgraded Communication/Navigation/Identification (CNI) Set provides a low cost and a low risk solution, which upgrades the L-39 to the current standard of military training aircraft in the basic/advanced trainers category. The proposed 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 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 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 radio control works via a dedicated control panel with an integrated intercom. Channel spacing of 25 kHz and 8.33 kHz is available and there are guard channels with a frequency of 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. Channel spacing of 25 kHz and 8.33 kHz is available.

Navigation GPS
The Global Positioning System (GPS) is the primary navigation system for the upgraded L-39ZO. The GPS receiver automatically selects signals from four or more satellites 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 100 meters horizontally and 140 meters vertically, 95 % of the time. Unlike ground-based navigation systems, the GPS provides global coverage with virtually no signal inaccuracies associated with propagation in the earth's atmosphere.

Radio Altimeter
The original radio altimeter has been retained and is integrated with the upgraded avionics system.

TACAN/DME
The Tactical Air Navigation System (TACAN) measures the azimuth and line-of-sight distance between the aircraft and a selected TACAN ground station. The unit also has a Distance Measuring Equipment (DME) function, providing only a line-of-sight distance 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 landing operations and generates information for display on both the Horizontal Situation Indicator (HSI) and the Radio Magnetic Indicator (RMI). The system gives the VOR (VHF Omni-directional Ranging) guidance for en-route navigation, the ILS (Instrument Landing System) guidance information for landing operations and 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 backup system for the VHF equipment and can be used when the line-of-sight transmission becomes unreliable or when there is no VOR equipment on the ground. The ADF can receive both the AM radio station and the NonDirectional Beacon (NDB) for navigation on instrument approach procedures. The transceiver can be controlled from a dedicated control panel in both cockpits 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 through a 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.

AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech Republic

Tel: +420 255 763 110, Fax: +420 283 970 038, E-mail: mr@aero.cz, http://www.aero.cz

Avionics Upgrade 2
Modification to ICAO compatible cockpit using Multifunction Displays

Key features

Obsolescence problem solution European navigation standard Emergency 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. The co-operating subsystems (sensors), such as the AHRS, the ADC and the VOR/ILS, communicate with the core via the ARINC-429 data bus, while the GPS receiver and the AIU use the RS-232 bus. Other systems, such as the radio altimeter and the optional ADF, rely on analog and DC sine and cosine data respectively. The UHF/VHF and the VHF radios, the intercom, 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-off between performance and price. The use of civil data buses enables an easy maintenance and troubleshooting process, and in addition expensive, complicated and excessively sophisticated testers are not needed. Ground Support Equipment (GSE) is not required either. The avionics system employs powerful processors, advanced displays with excellent image viewing resolution and simple controls, allowing high-level data integration and task automation. This results in effective training, reduced pilot workload, excellent mission efficiency and an extremely high level of flight safety. 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)

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 and between 225 and 399.975 MHz in the UHF band, for communication with other aircraft, air traffic control and ground or marine forces. Channel spacing of 25 kHz and 8.33 kHz is available and there are guard channels with a frequency of 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. Channel spacing of 25 kHz and 8.33 kHz is available.

Controls and Displays

Electronic Flight Instrument System The cockpit controls and displays are represented by the Electronic Flight Instrument System (EFIS), which provides the pilots with aircraft system control and information required during individual flight phases, such as enroute navigation or landing. The EFIS consists of two 5 x 4 inch Primary Flight Displays (PFD) and two 5 x 4 inch Multi-Function Displays (MFD), one pair in each cockpit. PFD Symbology The PFD combines analog and digital Pitot-Static information, heading, attitude, 3-D navigation data and more, overlaid on a virtual background of the outside world. Objects shown in the virtual background, including approaches and runways, are displayed in a way that is user-friendly for the pilot (proper scale and perspective according to the aircraft's position, altitude and heading). What is shown on the screen is a simulation of a day VFR view from the aircraft's front cockpit). Navigation Display (ND) Symbology The 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 to display airports, navigation aids, airspace and winds. Each display is comprised of a highbrightness backlit LCD (Liquid Crystal Display) screen, eight buttons, two control knobs and an optional slip/skid indicator. Each display is driven by its own internal processor. All displays communicate with (but do not rely upon) each other, and all sensors are connected to the displays in parallel, so each display is independent from all the others.

Navigation
Attitude Heading and Reference System The Attitude Heading and Reference System (AHRS) is an all-attitude inertial sensor system, which gives the aircraft attitude, heading and flight dynamics information to the EFIS. This highly reliable, strap-down inertial measurement system uses Fiber Optic-rate Gyros (FOGs) and micromechanical accelerometers, which are strapped down 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 Receiver The 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 Altimeter The Radio Altimeter performs height above the ground measurements from 0 to 2,500 feet (750 meters). The radio altimeter output is routed to the EFIS for display. The Decision Height (DH) is selectable from the EFIS. Both values are displayed on the EFIS PFD. DME The Distance Measuring Equipment (DME) measures the line-of-sight distance between the aircraft and a selected DME ground station. The transceiver is controlled from the remote, combined VOR/ILS/DME control panel located in the cockpit (one in each cockpit) and generates information for display on the EFIS PFD. The transceiver gives slant range, relative closure rate and time to station information. VOR/ILS The VOR/ILS navigation receiver provides radio navigation aids for en-route and landing operations. The transceiver is controlled from the remote, combined VOR/ILS/DME control panel located in the cockpit (one in each cockpit) and generates information for display on the EFIS PFD. The VHF Omni-directional Ranging (VOR) function provides guidance information for en-route navigation. The navigation receiver provides bearing to the station, TO/FROM and deviation from the selected course information. The Instrument Landing System (ILS) function provides guidance information for landing operations by receiving and processing localizer (LOC), glide slope (GS) and marker beacon (MKR) transmissions. Transponder The Transponder (XPDR) receives and decodes interrogations, encodes a selected reply and transmits the reply through a proper channel. The following modes are supported: Mode 3/A - air traffic identity (military/civil) Mode C - altitude reporting (military/civil) AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech Republic
Tel: +420 255 763 110, Fax: +420 283 970 038, E-mail: mr@aero.cz, http://www.aero.cz

Avionics Upgrade 3
Installation 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 flexible architecture with full redundancy. This approach provides the modularity needed for easily tailored avionics configuration according to specific customers requirements. The avionics system uses powerful processors, advanced displays and simple controls, allowing for high-level data integration and task automation. This, together with the L-39 Glass Cockpit, results in an effective training, reduced pilot workload, 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 and weapon delivery display. Navigation and weapon delivery information is projected onto its dual combiner glass, keeping the pilot fully informed, while he is looking out of the cockpit, without the need for a head-down cockpit operation during critical phases of the mission. The HUD display provides a 25 total field-of-view display and is capable of operating in stroke mode. Input signals are generated by the Mission Computer (MC). The Up-Front Control Panel (UFCP) is included on the lower face of the HUD. It allows the pilot to select various system modes and manually enter numerical data into the system.

Multi-Function Displays
Both cockpits include full color Multi-Function Displays (MFDs). Each MFD incorporates active matrix LCD technology and a bezel surrounding the perimeter of the displayable area. The bezel includes sixteen optionally selected push buttons that allow the pilot to issue control commands for subsystem mode selection and data entry. The primary task of the MFD is to display the picture supplied by the Mission Computer and to process the pilot control inputs. The MFD displays a variety of display formats for communication, navigation, identification, system status and weapon delivery presentations. Any of the available display formats can be selected 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 perform efficiently during high-g or high threat maneuvers, by locating all critical controls for an air-to-air and air-to-ground attack on the control stick and throttle. Without removing his hands from the stick and throttle, the pilot can control all mission critical systems. Both cockpits also feature a number of instruments, serving as a back up and/or providing supplementary information.

IFF Transponder
The Identification Friend or Foe (IFF) transponder system receives and decodes interrogations, encodes a selected reply and transmits the reply through a proper channel. The following IFF modes are supported: Mode Mode Mode Mode 1 2 3/A C security identity (military) personnel identity (military) air traffic identity (military/civil) altitude reporting (military/civil)

Scope
For minimum pilot workload and maximum effectiveness of his operation, only the data relevant to individual mission phases are displayed on the HUD and MFDs. The information displayed is consistent with the hierarchy of avionics Master Modes, Modes and Submodes as follows: Navigation Master - Mode En-route - Approach - Continuously Computed Impact Line (CCIL) Submode - Lead Computing Optical Sight (LCOS) Submode Continuously Computed Impact Point (CCIP) Mode Continuously Computed Release Point (CCRP) Mode Dive Toss Mode (DTOS) Manual (MAN) Dogfight Override (DGFT) Master Mode

Air-to-Air Master Mode

Air-to-Ground Master Mode -

AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech Republic

Tel: +420 255 763 110, Fax: +420 283 970 038, E-mail: mr@aero.cz, http://www.aero.cz

Data Recording Modification

Key features
Electronic recording device Easy data downloading and evaluation Maintenance free unit

Flight Data Recorder

The Flight Data Recorder (FDR) is intended for recording aircraft systems operation and crash parameters. The FDR is used as a direct replacement of the SARPP-12G recorder, using the original sensors and system wiring. The recorder is installed on its original position on the left side of the aircraft tail part. All items necessary for installation are provided in the installation kit.

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

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

Portable memory unit (left) and PC 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 planning and debriefing. The recorded data provide a complex debriefing capability for pilot monitoring, as well as for bomb damage assessment and reconnaissance purposes.

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

Data Acquisition and Recording System

The Data Acquisition and Recording System (DARS) collects and records aircraft systems status and operation data, records flight parameters, including a 3D presentation of Time, Space and Position Information (TSPI), and monitors aircraft loading. It also contains a survivable crash recorder unit.

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

Debriefing Aids
The Debriefing Aids form an integral part of the DARS. The purpose of these aids is to support training of future combat pilots in the complete loop of mission planning - mission execution - mission debriefing phases in the same manner as with supersonic aircraft. The recorded data can be evaluated on the Mission Debriefing and Analysis Workstation (MDAW).

Mission Debriefing and Analysis Workstation (MDAW) software

AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech Republic

Tel: +420 255 763 110, Fax: +420 283 970 038, E-mail: mr@aero.cz, http://www.aero.cz

GPS Installation
Key features
Precise navigation in all weather conditions Independence from ground stations

The L-39 navigation system can be enhanced by employing the Global Positioning System (GPS), which consists of 21 active and 3 standby satellites. The GPS receiver automatically selects signals from four or more of the most conveniently located satellites to calculate a three-dimensional position, velocity and time. Using the unencrypted coarse acquisition navigational signal (C/A code), the system accuracy reaches at least 100 meters horizontally and 140 meters vertically, 95 % of the time. Unlike ground-based navigation systems, the GPS provides global coverage, with virtually no signal inaccuracies associated with propagation in the earth's atmosphere. The GPS is an "earth-oriented" navigation system - it determines its location in terms of latitude and longitude.

The GPS system can be controlled from a dedicated control panel with an integrated 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. This system 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 highresolution display is readable from every angle in all lighting conditions. A photocell in the display automatically controls the intensity of the backlight and will reverse the display from black-on-yellow to yellow-on-black for maximum contrast in daylight or nighttime viewing. Pilots may optionally make these adjustments manually according to their individual preferences.

Technical characteristics
GPS Receiver: Acquisition Time: Update Rate: User Customization Waypoints: Flight Plans: Comments: Checklists: PhaseTrac12, 12 parallel channel receiver, simultaneously tracks and uses up to 12 satellites 15 seconds (warm), 45 seconds (cold) 1/second, continuous 1,000 user-defined 20 reversible routes of up to 31 waypoints each Storage for comments on up to 250 waypoints 9 user checklists of up to 30 items each

AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech Republic

Tel: +420 255 763 110, Fax: +420 283 970 038, E-mail: mr@aero.cz, http://www.aero.cz

Communication System Upgrade

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

Key features

High reliability in extreme climate conditions Emergency Guard Receiver installed Channel Spacing of 25 kHz and 8.33 kHz

To enhance radio-communication capability and reliability of the L-39 aircraft, the obsolete R-832 M radio and the SPU9 intercom 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 band and the radio frequency range from 225.000 to 399.975 MHz in the UHF band, for communication with other aircraft and 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 the transmitting mode, after the PTT key is pressed, the rear pilot has a priority over the front one. Channel spacing of 25 kHz and 8.33 kHz is available and there are guard channels with a frequency of 121.5 or 243.0 MHz.

Main radio and control panels

Technical characteristics
Frequency range (VHF) (UHF) Band freq. distribution (VHF) (UHF) HF efficiency (switchable) Depth of modulation Sensitivity for (S+N)/N = 15 dB Range 118.000 - 155.975 MHz 225.000 - 399.975 MHz 25 kHz (8.33 kHz) 25 kHz full: min. 15 W reduced: 6 2 W 90 % 10 % min. 3 V min. 120 km at H = 1,000 m

Standby radio
The standby VHF radio covers the frequency range between 118.000 and 136.975 MHz in the VHF band. The radio has a 20-channel preset feature. Only the front cockpit is capable of radio control; the rear cockpit can only receive and signal. The radio control panel is an integral part of the transceiver block. Channel spacing of 25 kHz and 8.33 kHz is available.

Technical characteristic:
Frequency range (VHF) Band frequency distribution HF efficiency Sensitivity for (S+N)/N = 6 dB Range 118.000 - 136.975 MHz 25 kHz (8.33 kHz) min.16 W for 25 kHz min. 6 W for 8.33 kHz min. 3 V min. 120 km at H = 1,000 m

AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech Republic

Tel: +420 255 763 110, Fax: +420 283 970 038, E-mail: mr@aero.cz, http://www.aero.cz

Escape System Upgrade

Key features
Zero speed - zero altitude capability Automatic 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. The VS-2 ejection seat is cartridge operated and rocket assisted. Safe escape is provided for most combinations of the aircraft 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 (1) and Miniature Detonating Cord - MDC (2)

The system is comprised of two lightweight fully automatic VS-2 ejection seats, a canopy jettison and a fragmentation system.

VS-2 ejection seat high-speed testing

AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech Republic

Tel: +420 255 763 110, Fax: +420 283 970 038, E-mail: mr@aero.cz, http://www.aero.cz

Systems Upgrade
Key features
Independence from the ground oxygen sources High-performance Ni-Cd battery External lights improvement Highlight 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 is easy to maintain and provides oxygen for the crew as long as the engine is running. Comprehensive Built-In-Tests (BIT) provide self-testing of the oxygen monitor and eliminate the need for all organization-level support equipment.

Ni-Cd battery
A 20-vented nickel-cadmium cells alkaline battery with welded polyamide cases is provided. The battery is connected to the aircraft DC power supply system. 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 indication is 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 as luminescent formation lights, allowing safe night formation flights.

Anti-collision light

Formation Light

Smoke generation system

To highlight the aircraft trajectory during an air show or public display, the smoke trace generator for the L-39 aircraft 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.

AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech Republic

Tel: +420 255 763 110, Fax: +420 283 970 038, E-mail: mr@aero.cz, http://www.aero.cz

Weapon System Modification

Key features
Four NATO compatible weapon stations Machine-gun capability Western weapon capability (Mk81, Mk82, CRV-7, AIM-9)

The aircraft weapon system can be modified to the western type using 14" lugs. Weapons can be loaded onto four under-wing pylons. The weapon system is controlled by the dedicated Weapon Control Panel located on the left side of the instrument panel in the front cockpit. If the aircraft is not equipped with the HUD display, aiming is secured by a simple optical gyroscopic sight; otherwise, the HUD display is used for aiming. The range of weapons is close to the L-59T range, excluding the GSh-23 gun. This gun is replaced by the HMP 250 or HMP 400 machine-gun pod made by the Belgium company FN Herstal (see the following table).

Machine-gun pod Caliber (mm) Firing rate (rounds/min) Rounds number Dimensions (mm) Length Diameter Weight (kg) Empty Loaded After firing Flight limitations

HMP 250 12.7 1,025 75 250 1,810 410 86 118.5 104 M=0.75 Altitude 40,000 ft Load factor +11.5 / -6.5 100,000 0.75

HMP 400 12.7 1,025 75 400 1,810 410 86.5 139.5 94 M=0.75 Altitude 40,000 Load factor +11.5 / -6.5 100,000 0.75

Service life (fired rounds) Harmonization capability ()

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

Weapons can be loaded in the following configuration (which can be modified according to the customer's specification)

The inner pair of stations is modified to accommodate fuel tanks with the capacity of 350 l. The range of the aircraft with external fuel tanks has increased by 40 %.

AERO Vodochody a.s., 250 70 Odolena Voda 374, Czech Republic

Tel: +420 255 763 110, Fax: +420 283 970 038, E-mail: mr@aero.cz, http://www.aero.cz