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 SAFÍR 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 L-39 C

Europe standard aerial weapons (bombs, rockets 2 UB-16-57U
and missiles) according to version:
2 x R-3U

Weapon system modification 2 x OFAB 100

is subject to customer demand.

L-39 ZA L-39 ZO
2 x FUEL TANK 350L 2 x FUEL TANK 350L
+ MACHINE-GUN POD

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

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

TANK + MACHINE-GUN POD + 2 x FUEL TANK

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

TANK + MACHINE-GUN POD + 2 x FUEL TANK

4 x OFAB 100 4 x OFAB 100

+ MACHINE-GUN POD

4 x FAB 250 4 x FAB 250

2 x FAB 500 2 x FAB 500

2 x FAB 250 + 2 x OFAB 100 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 FUEL TANK

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

+ MACHINE-GUN POD

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 9.46 m 31 ft
Length, overall 12.13 m 39 ft 10 in
Height, overall 4.77 m 15 ft 8 in

Weights and Loadings:

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

Performance:
Max level speed 750 km/h 450 KTAS
Never-exceed speed [sea level] 910 km/h 491 KTAS
Max rate of climb (approx.) 21 m/s 4,130 ft/min
Service ceiling (approx.) 11,000 m 36,000 ft
Max range (with drop tanks) 1,350 km 730 nm
Max endurance (with drop tanks) 2 hr 45 min 2 hr 45 min
Take-off run [sea level] 540 m 1,770 ft
Landing run [sea level, 50 % fuel] 550 m 1,800 ft
Stalling 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 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 Non-
Directional 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 en-
route 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 high-
brightness 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 customer’s 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 1 - security identity (military)
• Mode 2 - personnel identity (military)
• Mode 3/A - air traffic identity (military/civil)
• Mode C - 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

• 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

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 pilot’s 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 high-
resolution 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: 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

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) 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 µV
Range 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) 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 µV
Range 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)

The system is comprised of two

• Automatic canopy jettison:
lightweight fully automatic VS-2
- Canopy jettison at a speed over 310 km/h (167 kt)
ejection seats, a canopy jettison
- Canopy fragmentation by the Miniature Detonating Cord (MDC)
and a fragmentation system.
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.
VS-2 ejection seat (1)
• Manual pilot/seat separation system in case and Miniature Detonating Cord
of an automatic release failure - MDC (2)

• 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

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 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°
 2 x FUEL TANK
Weapons can be loaded in the
following configuration (which
4 x LAU 5002 (6 x CRV-7)
can be modified according to
the customer's specification)
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

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