AERO Vodochody a.s.

L159B Total Training System

Introduction The Aero L159B Albatros II is the latest member of the L-39/59/159 aircraft family which has continuously evolved during last three decades. As combat aircraft technology, operational tactics and customer requirements changed over the years, AERO Vodochody a.s. responded with the development of new jet training and light combat aircraft. The L159B Albatros II is the latest addition to Aero designed jet aircraft inventory and it is designed to provide effective training for pilots of latest generation of multi-role fighter aircraft. The Albatros II features many technological advances not found in competitor aircraft. On the other hand it benefits from proven features of the L-39/59 aircraft and their yet unsurpassed operational record. To satisfy training requirements of international customers, the aircraft is supplemented by integrated logistic support and training systems which together with mission planning and debriefing aids form the L159B Total Training System.

Development Intensive development of the L159B started at the end of 1999, using the design studies and results of recent market research. Until the mid1990s, Aero produced the L-39 Albatross and the L-59; although both had been primarily designed for basic and advanced training, many customers also used them for combat and patrol missions. Development of the two-seat L159 version was considered as a possibility in early stage of the L159 programme for the Czech Air Force in the early 1990s. But then the Czech Air Force decided to go ahead with the single -seat version only. From the very beginning of the L159 project, however, it was obvious that a training aircraft based on the single-seat L159A ALCA (Advanced Light Combat Aircraft) could satisfy needs of advanced and operational training which prepares student pilots for the conversion to the multi-role supersonic fighter aircraft. Not only would it offer much better flight performance than the L-39 or the L-59 but it could also utilize latest engine and systems technology

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comparable to a modern combat aircraft. That is why the single -seat L159A was designed from the outset in order to allow for an easy design of a training two-seat derivative later on. The external appearance of both aircraft which share common airframe, engine and majority of systems can be used as a most striking example of the L159A and B similarity.

the production engineering and with the parts manufacturing. The aircraft assembly began on the L159 production line in April 2001. Installation of aircraft systems started in October 2001 and final assembly was successfully finished in mid-April 2002. After final assembly, the aircraft was subjected to twoweeks of functional testing immediately followed by ground development tests. There was exactly one month left for the designers, test engineers, mechanics and workers to prepare the aircraft for the first flight whose date was planned for June 1. The preparations included a number of ground tests, such as engine and new systems testing.

The L159B is based on the L159A ALCA light combat aircraft for the Czech Air Force. Like the L159A, the L-159B programme is international. The funding comes primarily from Aero development funds, Boeing, and several local sub-contractors. With its 35% share in Aero Vodochody, the Boeing Company is the leading international partner in the pr oject. Another major partner is the US industrial giant Honeywell, which produces the engine and many components for aircraft systems. Work on the L159B design advanced rapidly thanks to the similarity with the L159A. The design study was completed at the end of May 2000 and then the design documentation had to be prepared and released. The principle of concurrent engineering was applied in order to finish the new product as soon as possible. In other words, several design and manufacturing phases overlapped rather than waited for the preceding phase to be completed. For instance, design work was carried out simultaneously with

The L159B prototype was built on the L159A production line. Bearing much similarity to the L159A, the prototype was ready for the first flight in a record time: a mere 14 months had passed since the start of the assembly. Demonstration and testing The first test flight of the new L159B took place on Saturday, 1 June 2002. The aircraft piloted by AEROs chief test pilot, Miroslav Schtzner and test pilot Rostislav Stroin, took off from Vodochody company airfield a few minutes after 3 p.m. F irst L159 two-seat prototype serving as a chase plane during this test flight. The L159B flew for almost an hour and reached the altitude of 11,000 meters. Operation of all aircraft syste ms was normal. The first flight of the L159 B

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new generation jet training aircraft represented a major milestone in the history of AERO and Czech and international companies whose products are used on board of the aircraft.

The L159B could not miss the largest domestic air-show Czech International Air Fest 2002 - where the aircraft with mock-up airrefuelling probe, used for aerodynamic testing, was shown to the public.

The L159B during the first flight. In the early test flights, the L159B was camouflaged in primer colour only. During one hour long first flight, the aircraft climbed to almost 11,000 metres. All systems worked as expected.

The L159B arrived in Farnborough with a mock-up air-to-air refuelling probe and nose modifications for electrooptical sensors. Also, mock-up pods and various stores were on display. The air-to-air refuelling probe configuration underwent a series of aerodynamic tests in August 2002. But it was not until October that a genuine endurance test came. Accompanied by a military An-26B transport aircraf the L159B left for a demonstration in Kenya. It flew via Sofia, Alexandria, Jeddah and Djibouti to reach the Kenyan military base Laikipia near the town of Nanyuki, almost 2,000 metres above the sea level. Here, at the foot of the countrys highest mountain Mount Kenya (5,199 m) several F-5E/F Tiger II aircraft and survivors of the original BAE Systems Hawk Mk 52 fleet are based. The L159B was demonstrated both in flight and on the ground and several Kenyan pilots flew the L159B. The Chief of Staff of the Kenyan Armed Forces was presented with the aircraft in the form of impressive flight demonstration over the military base of Moi that is located in the countrys capital Nairobi. Four 500 litre external fuel tanks were used to give the L159B enough range for the long and arduous journey. The trip was also a useful test of the aircraft systems in the harsh African climate.

Ministers and comp. On 15 July 2002, the L159B was officially displayed to the Czech Government, the Air Force, foreign diplomats and the media. The Czech and the US government continuously express their unceasing support to the project. Extensive test flying and marketing campaigns have taken turns ever since. In July 2002, the L159B set off on its first trip abroad to become Aeros main crowd-puller during Farnborough International 2002 airshow . Earlier that month, it received an impressive three-colour camouflage.

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A mere two weeks after its return from Kenya, the L159B leaves for another marketing trip, this time to the neighbouring countries: Poland, Slovakia, and Hungary. The team does not differ much from the previous journey; the L159B was accompanied by Aero Vodochodys commuter L410UVP-E. The first demonstration took place in the Pilot Academy in Deblin (Poland) and was followed by visits in the Academy for Military Pilots in Koice (Slovakia), and the Hungarian Air Force Base in Kecskemet. The campaign, primarily focused on pilots and ground personnel, produced a lively response in the military and in the media. A lot of attention was paid to the engine, aircraft monitoring system and the L159Bs aerobatic capabilities. Another demanding mission was demonstration of the L159 aircraft during Aero India 2003 airshow in Bangalore. For this demonstration, Aero sent the L159B prototype while Czech Air Force participated with one operational L159 ALCA aircraft and An-26B transport

L159B taxiing at Yelahanka Air Force Station near Indian Karnataka state capital Bangalore. plane . Group of the aircraft flew to India through Greece, Egypt, Saudi Arabia, Oman and entered the India through Jamnagar Air Force Station. During the airshow, the L159B was flight demonstrated twice a day while the L159 ALCA was exhibited in static display area. L159B was also used for numerous test flights with Indian pilots. The L159B clearly demonstrated its edge in manoeuvreability, take-off and landing
Supersonic Multirole Fighter

Aero L 159B

Piston Screener

Turboprop Basic Trainer

L 159B L 159B

Supersonic Multirole Fighter

Piston Screener

Supersonic Multirole Fighter Subsonic Supersonic Air Operations Operational Units

Screening

Basic Training Air Academy

Advanced Training

Lead-In Training Operational Training Units

The L159B has been primarily devised for ad vanced and operational training. In a training syllabus, it stands between piston or turboprop aircraft for elementary training on the one hand and a multi-role supersonic aircraft on the other. The pilots should be able to make an easy transition from the L159B to a supersonic multi-role aircraft; obviously, future L159 ALCA pilots can also be trained on the L159B
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performance over its competitors especially in hot and high conditions prevailing in Bangalore. Also selfcontained capability of the aircraft which required only fuel for its operation as well as its advanced avionics system were highly appreciated by potential customers. For Aero India, Aero also increased aircraft demonstration capability by integrating Smokewinder smoke generators. During return trip to Europe , the aircraft were also demonstrated to United Arab Emirates Air Force and Air Defence. 26 days long trip was demanding for both aircraft, pilots and ground crew, however, both L159 versions proved again their capability to be deployed for a long time with limited support. Project objectives Two main objectives were set for the L159B development. The primary objective is to offer a comprehensive training system for the

training of military pilots rather than develop just the training aircraft. The system will typically include the aircraft, logistic and training system as well as equipment for mission planning and debriefing. The second objective was to create the L159 family which would include both the single -seat L159A and the two-seat L159B. Two very similar planes can cover both combat missions and training needs. Aero believes that in a world, which is no longer dominated by two superpowers, where there is a wide range of military threats, the L159 family can meet the requirements of countries that wish to build modern, balanced and affordable military forces. L159B roles Aero Vodochody offers the L159B as an aircraft which can ful fil various training and combat missions. The L159B is primarily intended for advanced and operational training. Consequently, typical fighter aircraft

The L159B is derived from the single-seat L159A ALCA. Experience with the 5831 demo prototype, some elements of the L-59 design and the lessons learnt throughout the operation of Aeros previous products, especially L-39 fleet were used in the design of this aircraft.
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systems have to be installed onboard the aircraft to make sure that the pilots are trained in the same environment and operate the systems and weapons used in a combat aircraft. But the L159B

cost. The major changes include the crew station and avionics; other systems have been improved or simplified (in comparison with the L159A). With the L159A and L159B, Aero Vodochody is at the height of almost 50 years of uninterrupted development of training jets. The L159B is a fourth generation of Czech training jets, after the L -29 Dolphin, the L-39 Albatross, and the L-59. Its design reflects Aeros experience with the L159A but also with the two-seat training L-59, the two-seat L159 demonstrator (in operation for almost six years now) and the lessons learnt throughout the operation of a large L29 and L-39 fleets, including their special combat, target towing or reconnaissance versions.

Smokewinder smoke generators were first used on the L159B publicly during Aero India so as to increase effect of aircraft flight demonstration can be also used for various combat missions. With the weapon control systems, electronic countermeasures and/or target acquisition sensors, the L159B can be deployed to carry out air-to-air, air-to-ground and tactical air reconnaissance missions. World air forces also use similar aircraft to train other air force and air defence units, the army or the navy. Typically, they are used for target towing, threat simulation or for other specific missions. For maximum flexibility, the L159B uses a modular design, i.e. it represents an open system similar to a car, where optional systems can be added to the standard configuration on the customers request. Design The L159B design draws on the experience with the L159A; it has virtually the same airframe, the engine is identical and the same applies to a majority of the systems. Innovations aim at improvement of its training efficiency and reduction of operational

The L159B is designed to continue the success story of the previous jets produced by Aero. The picture shows a Thai Air Force L-39ZA. Where sufficient for anticipated aircraft roles, the design draws upon proven concepts; on the other hand, major modifications are introduced to selected areas. This approach respects the requirements for an efficient use of military budgets and reduced risks related to the introducing of brandnew weapon systems. The customers tend to take rather a conservative approach and demand the most mature, tested and certified solutions rather than the newest and - by definition risky development programmes where the deadlines might be difficult to meet. For these reasons, Aero Vodochody stresses the

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aircraft qualification and the L159B development is being supervised by the Czech General Staff Military Aviation Authority, which is the authorized government supervisory body in relation to the qualification of military aircraft.

The L159B is a derivative of the L159; and in many aspects, it benefited from the L159A qualification. This is the 5831 L159 demonstrator in clouds of smoke when firing Bristol Aerospace CRV-7 rockets The L159B airframe is based on the single -seat L159A with some components, such as the one -piece canopy, derived from the L-59. Compared to the L159A, the nose of the two-seat version has been modified for a faster and easier access to aircraft systems. In the main nose bay, there are components of avionics system, electrical system and the OnBoard Oxygen Generating System (OBOGS). In the smaller bay towards the front of the nose, there are other avionics units, including audio-video recording and data transfer systems. Under nose fairing whose shape is identical to the L159A radome, there is a growth reserve for the installation of optional sensors. The pressurized fuselage section includes a two-seat crew station with a one piece canopy derived from the L-59 cockpit. An interesting modification has been made here: right fuselage side houses special mounts where the air-to-air refuelling probe may be installed if re quired. But this is not the only change in the airframe design required for the in-flight refuelling

capability. The fuselage tanks had to be strengthened to withstand a higher pressure during air refuelling and internal modifications in the wings were needed for fuel installation improvement. Thanks to the robust airframe and landing gear, the L159B can also operate from emergency grass airfields. This may appeal to those customers who cannot rely on a dense network of airbases with paved runways and want to bring their aircraft as close as possible to the mission area of or who may need to disperse their fleet to emergency airstrips if attacked. These missions are supported by the Sapphire 5F Auxiliary Power Unit for independent engine starting and by the On-Board Oxygen Generating System, which reduces the need for aircraft replenishment. This sometimes takes by surprise the base personnel abroad as fuel is the only substance that needs to be replenished prior to flight.

The L159B with impressive camouflage for Farnborough 2002. External fuel tanks bear the same camouflage. The proven aerodynamic design combined with the powerful engine make the L159B a fast plane: the maximum speed is over 500 knots (930 kph), the climb rate over 50 m/s, and the sustained turn load factor around 5g. Add the traditionally good handling performance, which are typical for the L-39/59/159 family of aircraft. These include a high degree of spin resistance, natural stall warning, departure resistance and also the ability to recover from the spin easily. Flight demonstrations

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highlight aircraft manouevreability. They typically include a number of vertical and horizontal manoeuvres with small radiuses, tail slides and inverted turns. Foreign aerospace press highly praised the L159B performance at Farnborough International 2002 in comparison with main L159B rival, the BAE Systems Hawk. Potential buyers who would operate the aircraft at high altitudes and/or high temperatures will appreciate high wing lift, which guarantees very good take-off and landing characteristics. The new L159B features also include the manoeuvring position of the flaps. If activated, the flaps will be extended at a small angle to further improve the very good manoeuvrability of the aircraft.

trained there acquire bad habits and must get rid of them when completing their transition to a modern combat aircraft. Clearly, this is a waste of very expensive flight hours in the combat aircraft.

The L159 ALCA crew station .The L159A was a breakthrough in Aero aircraft crew station design. It is no coincidence that the overall design resembles the F -16C/D which is most numerous modern tactical combat aircraft. Some cockpit features, such as the multifunction colour displays, do not appear until the later F-16C/D (Block 50/52) series and the F-16 MLU avionics upgrade package. In the forward crew station, there is a large Head-up Display (HUD) - the primary flight instrument showing all the flight, navigation, and weapon delivery data. The main system controls are located on the control stick and throttle according to the HOTAS concept (Hands-On Throttle and Stick). Like in a modern combat aircraft, the pilot can control the plane in the critical phases of flight without having to look inside the cockpit. Two 5x 5 Multi-Function Colour Displays are the other essential part of the display and control systems. They display a wide range of data related to the condition of the systems, weapons, navigation, communication and identification and there are 20 buttons on the screen bezel. Besides selecting various functions, the pilot can use these buttons together with the Up-Front Control Panel to insert data that are

Very good handling at low speeds is one of the major advantages of the L159 aerodynamic concept. This picture shows the L159 demonstrator in formation flight with the Arospatiale AS 350 Ecureuil utility helicopter. Crew station The L159B crew station was designed in order to be fully compatible with the design of the new generation multi-role supersonic combat aircraft cockpits. This approach is essential for an efficient training free from negative training which is not unusual in other training systems. This phenomenon can be described as a consequence of an inadequate crew station used during lower stages of training. The pilots

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The L159B front crew station. The L159B design draws on the L159A but has larger displays and the round-dial instruments have been largely eliminated.. In the middle, below the HUD Up-Front Control Panel, there is the ESIS standby instrument system. Like the L159A, the two-seat version has weapon displays similar to later production series of the F-16C/D (Block 40 and above). The navigation and flight symbology follow the MIL-STD-1787 standard used in the F/A-22. The designers aimed at bringing the crew station as close as possible to modern combat aircraft. needed for the set-up of avionics systems. The instrument panel also incorporates several engine and fuel system indicators and the Goodrich Electronic Standby Instrument System (ESIS) GH-3100. Fully selfcontained ESIS is connected to the pilot-static system, has its own gyro and can receive information from the radio navigation systems. It provides fully independent back-up of speed, altitude, attitude (artificial horizon),

The L159B aft crew station. The af t crew station is virtually identical to the front crew station with the exception of the HUD display that gave way to the display-repeater. and navigation information. A considerable part of the instrument panel has been left empty to allow for the installation of customer specific optional systems. They may include, for instance, barometric altimeter and speed indicator or controls and displays related to special mission systems. The aft crew station is virtually identical; the Head-Up Display, however, is replaced with its repeater where the HUD image seen by the pilot in training is displayed to the instructor pilot. The aft seat is elevated well above the front seat to give the instructor unobstructed forward visibility; the L159B can also be flown by a single pilot from the front seat. Both pilots are protected by the one piece canopy, which can be jettisoned in an emergency upon igniting its rocket motors. The pilots can eject on proven zero-zero VS-2 ejection seats.

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The L-59 safe escape system has been selected for the L159B and modified for the NATO-compatible personnel gear (oxygen supply, anti-g suit and intercom). Avionics The avionics system is designed to fit in the overall concept of the aircraft, i.e. taking into account its modular nature and provisions for future growth. With an architecture similar to the L159A, the system is integrated through a dual digital data bus that complies with the MIL-STD1553B standard. The heart of the avionics is the Integrated Avionics Processor which represents powerful,

open systems architecture modular computer produced by Smiths Industries. The computer controls all communication on the dual data bus, performs navigation and weapon systems computations, and generates image for multifunction displays. Astronautics multifunction displays use external input for display generation. This concept is having significant advantage over smart displays which have their own image processing and generation cards. The displays used here have no specific image-generation software. This solution, in combination with the main computer that complies with the

The avionics system integration is based on the digital data bus, which complies with the MIL-STD-1553B standard. The avionics system is divided into several groups. Controls and Displays include the computer brain of the system and its control and display features, such as the HUD and multifunction displays. Communication, Navigation, and Identification area includes radios, navigation and identification systems. The Stores Management group consists of the system that controls weapons. Data Loading and Recording deserves a particular attention for its crucial role in the training process

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general industry standards, provides for an easier hardware exchange if requested by the customer and provides a high level of software portability. Customers frequently demand that the avionics system should either be of the standard used in their air force or of indigenous origin. Communication, navigation, and identification is another area of the avionics system. In principle, it does not differ from the L159A. Two Rockwell-Collins ARC-210 radios provide dual-redundant radio communication. Operating in the frequency range from 30 to 400 MHz, they provide communication with ground forces, air traffic control, ships, and other military planes. The 8.33 kHz channel separation is bringing the L159 in line with airwor thiness regulations applicable to areas with very busy commercial airline traffic. The navigation system consists of the H-764G ring laser gyro based inertial navigation (INS) system with embedded GPS. Whe n the GPS signal is available, the INS data are continuously corrected; the high

This is the heart of the avionics system Smiths Industries Integrated Avionics Processor. collaboration with civilian and military identification system represents another feature of typical military aircraft. The same Stores Management System as in the L159A is used to control the weapon operation. Following instructions generated by the avionics core, it distributes all

The Astronautics modern, Function Colour Display.

Multi

accuracy laser gyro (drift below 1 nm per one flight hour) guarantees accurate navigation during GPS signal loss or jamming. Radio navigation aids include the standard VOR/ILS and DME or TACAN radio-navigation systems. The Identification Friend or Foe transponder capable of

The avionics system performance is monitored in the Avionics Integration Laboratory through controls and displays located in the crew station mock-up (Boeing).

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The AMOS system debriefing station can simultaneously synchronised recordings from multiple aircraft (SPEEL). commands relating to the weapon control and release among various weapons stations. The system is able to control stores requiring discrete and analogue signals and its hardware is ready for the integration of a new generation of weapons with digital interface. Important for the pilot training is the division of avionics operation into so-called Master Modes. In practice this means that by pressing a single button on the HUD Up-Front Control the pilot can select whether the system operation should be optimised for air-to-air, air-to-ground or navigation. While in the older aircraft it was the pilot who had to

evaluate

time

combine data from different sources, this technology provides the pilot with the relevant information for a given flight phase, making his job much easier and allowing him concentration on mission management rather than system operation. The pilot also receives the data in an user friendly format with no information ballast. As in the case of L159 ALCA programme , the Boeing Company is responsible for the integration of avionics. Boeing also develops software and tests the avionics system in its Avionics Integration Laboratory (AIL). The AIL uses real and, to a certain extent, simulated avionics components which are integrated in

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The L159B with weapons. Pictured in the first row from the left BDU-33 training bombs, SUU-5003 training pod, 20-mm cannon from the PLAMEN pod, PLAMEN gunpod, another SUU-5003 training pod and Mk 106 small training bombs on the far right side. The second row includes CRV-7 rockets and LAU-5002 rocket launchers. The third row contains Mk 82 bombs, CBU-87 cluster bombs. Air-to-air and air-to-ground missiles are in the rear on the left. the same manner as in the real aircraft, including - where possible and useful - imitating the real installation environment (length of the cables etc.). A cockpit mock-up is also part of the laboratory. The AIL verifies and qualifies software, optimises and verifies the system behaviour, including its performance in the cockpit and its control logic. Data Loading and Recording is extremely important for training efficiency, thus the L159B is equipped with advanced and complex data loading and recording systems. They include the data transfer system used for mission planning, two-channel audio and video recording system and the AMOS Aircraft Monitoring System. These systems provide highly efficient mission planning and detailed postflight evaluation. The L159A/B missions are planned on a special, PC based mission planning station. The pilot prepares the data for his mission, such as the waypoints, radio frequencies, IFF codes and weapon delivery profiles. This information is stored in a special, portable solid state memory called Data Transfer Cartridge , which is inserted into the aircraft receptacle prior to the flight. With the avionics system on, the automatic set up of aircraft systems is performed. Mission planning is exactly the same as in a modern combat aircraft. It aims at training a combat pilot whose combat flight begins with an analysis of his mission and detailed flight planning. Many virtual tools can be used throughout this stage, such as 3-D terrain models for the definition of the best target approach, or the enemy radar and airdefence coverage analysis or simulation of a weapon trajectory. Mission planning process also uses reconnaissance and intelligence data, target data and higher level command plans. For mission debriefing video and audio recordings are available as well as comprehensive data from the AMOS (Aircraft MOnitoring System). Developed by SPEEL, a local subcontractor, AMOS has become one of the strong points of the L159. At least this is what the US NAVY test pilots said after a thorough examination of the aircraft in Aero.

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AMOS monitors pilot actions, systems status, use of weapons and airframe loads. These data allow monitoring the health of the aircraft, evaluation of pilot performance and failure identification and reporting. The ground debriefing station can evaluate recordings made on various planes at the same time. This unit can show the status of aircraft systems, display videos, instrume nt readings and the aircraft position on the map. Time synchronized evaluation capacity makes it possible to evaluate recordings from multiple aircraft simultaneously. This allows for effective debriefing of all flight phases including close air combat. The data on airframe loads and system status can be used for an efficient fleet management, i.e. planning the operation of all aircraft in the fleet in order to exploit their service life and maintenance cycle in a regular and balanced manner. Weapons The L159B aircraft can use a wide range of weapons qualified for the L159A. It is thus capable of carrying various bomb types including slick, retarded, cluster and laserguided bombs as well as gunpods, rocket launchers, training pods and air-to-air and air-to-surface missiles. The stores also include training versions of air-to-air and air-tosurface missiles, particularly effective instruments of combat pilot training. All weapons including training

New types of weapons provide an unprecedented combat efficiency even to light combat and training aircraft. Pictured under the L159s wing is the CBU-97 cluster bomb together with the Longshot range extension kit. Longshot, which incorporates a GPS-based guidance system, is capable of precisely guiding the bomb onto a target that is tens of kilometers away. weapons strictly comply with NATO standards, therefore presenting a very effective solution to customers using such weaponry. However, it should be noted that in the past, Aero has performed the integration of both Eastern and Western weapon types, and is today capable of integrating a number of various weapon types depending on customer needs. A good example in this respect is the L-59 aircraft, which was fitted with Soviettype weapons in the L-59E version designed for Egypt, while incorporating US and Canadian NATO standard weapons in the L-59T version designed for Tunisia. Stores are complemented by external fuel tanks used to increase flight range or endurance in longer training and combat missions or ferry flights. The aircraft can be fitted with up to four external tanks available in two versions: smaller tactical, with capacity of 350 liters, and larger ferry, with capacity of 500 liters. Just like the L159A, its twoseat counterpart has a number of growth features that allow installation of various stores for example reconnaissance pods as well as other

Another view of the L159B weapons

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special external stores based on customers request. To carry weapons and a variety of stores, the L159B may be fitted with up to seven pylons that provide a total stores capacity of 2,700 kg. The two outboard wing pylons are designed for short-range air-to-air missiles used for training, self-defence and air combat. Middle and inboard wing pylons are designed to carry different types of stores including various bombs, rocket launchers, missiles or fuel tanks and have ejector release units. During weapon release, pyrotechnically operated pistons are ejecting the stores away from the aircraft. Even with stores, the L159 is much faster than previous Aero aircraft that used electro-mechanical bomb racks, which, at higher speeds, did not guarantee safe separation of a store from aircraft. The underfuselage pylon is designed for a gunpod or various special stores. Inboard wing pylons can also carry a gunpod.

The L159A fitted with air-to-air and airto-ground missiles. The L159B utilizes a range of weapons qualified for the L159A. Powerplant The aircraft is powered by a Honeywell/ITEC F124-GA-100 low bypass turbofan engine, which is common for both the L159B and the L159A including all its systems. As the designation suggests, the engine has been qualified to comply with US military standards. The F124 engine, which has been specifically designed

F124-GA-100 engine cutaway reveals its design. After a three-stage low-pressure compressor, there is a five-stage axial-radial high-pressure compressor. The combustion chamber has an annular design; and energy of hot gases is used by single-stage high- and low-pressure turbines

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to power light combat and trainer aircraft, is based on the F125 afterburning engine for the Taiwanese Indigenous Defensive Fighter (IDF) combat aircraft. The advanced design of the F124 results in excellent engine performance. These parameters led to Aero Vodochodys decision to select the engine to power the L159 instead of the upgraded DV-2 engine or the Rolls Royce/Turbomca Adour that powers the competing Hawk aircraft. The US Navy has shown interest in replacing the Adour engine in the T-45 Goshawk with the F124, but the programme was cancelled after a series of brief tests, not for technical reasons, but due to the high degree of the Adour engines integration into the aircraft. The Italian aircraft manufacturer Aermacchi has also selected the F124 to power the M.346 aircraft, the companys new trainer (based on the Russian Yak-130, which is powered by the DV-2 engine). Last but not least, Boeing has incorporated the F124 into the X-45A unmanned combat air vehicle. The F124 engine has a two-shaft design and its interesting features include a mixed design of the high-pressure compressor, in which four axial stages are followed by a fifth radial stage. The concept but not the design of the engine is based on the similar and commercially very successful Garrett TFE-731 engine, different versions of which power a number of business jets as well as the CASA C-101, AIDC AT-3 and Aero L-139 trainer aircraft. In order to minimize operating costs, the engine is divided into seven modules replaceable without the need of balancing. The engine does not have a firmly set maintenance cycle, which means that customers carry out maintenance based on the actual number of engine thermal cycles. The number of cycles determines the need to replace individual modules, which is something that can be carried out by the air base maintenance wing. This eliminates the need to dispatch the entire engine to a maintenance

The F124-GA-100 engine pictured used in the L159 aircraft. facility at the end of a firmly set maintenance cycle, something commonly done with older engines. Current requirements on military engines require superior performance parameters as well as robust design. The F124 features rapid response to throttle movement; slow thrust reduction with speed and altitude, unlimited operation time at maximum thrust and unrestricted throttle movement throughout whole aircraft operating envelope. Engine control by dual-redundant FADEC (Full Authority Digital Electronic Control) unit also contributes to engine parameters and safety.

A view of the F125 afterburning engine illustrates the similarity between the F124 and F125. Just like a number of other modern combat aircraft (for example the F/A-18), the L159 does not have engine mounted accessory gearbox and it uses airframe mounted accessory gearbox (AMAD). The AMAD, which in the case of the L159

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carries a pair of hydraulic pumps, main generator and air starter, is driven by a power take-off shaft coming from the engine. This arrangement has clear advantages in a reduced cross-section of the engine and a simplified engine removal and installation, as it is not necessary to disconnect hydraulic and electrical systems from the engine during this procedure. The engine supplies energy for a number of on-board systems. Engine bleed air is used by environmental control and de -icing systems, the air system as well as the on-board oxygen and nitrogen generating systems. F124-GA-100 engine parameters Static thrust (H=0, v=0) Bypass ratio Maximum airflow Pressure ratio Specific fuel consumption Engine speed Dry weight Aircraft systems Almost all of the aircraft systems are same as those used in the L159A or represent their modification suitable for the two-seat version of the aircraft. More extensive modifications of certain systems were motivated by effort to best meet customer requirements. Considering the aircrafts expected operational deployment, this was for example the reason for modifying the electric system of the L159A which uses as the principal power source a threephase main AC generator to a DC generator, which is simpler and significantly less expensive. AC supply requirements are met using a modular solution enabling the installation of a different number of three-phase inverters as needed. The fuel system has also been modified, primarily due to the need to
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facilitate in-flight refuelling capability. Apart from modifying the fuel installation, newly developed systems were installed for fuel measurement, refuelling and fuel transfer control.

kN 1 kg/s 1 1

28 0.456 43 19.5 0.777

Successful development of a new aircraft always depends on skills and cooperation of development team. Pictured here are only a few people from the L159B team who directly participated in organizing and supporting the first flight on June 1, 2002. Optional equipment The L159B aircraft may be equipped with a number of optional systems. Expansion of the aircraft basic configuration designed primarily for advanced training consequently enables deployment of the aircraft for operational training, combat or a variety of special missions. Since the L159B has as a trainer aircraft somewhat lower equipment standard than the L159A combat aircraft, it can profit from the fact that a number of optional systems such as the countermeasures dispensing system, on-board inert gas generating system or certain avionics elements have already been successfully tested and integrated into its single -seat counterpart. Capabilities of modern, open concept aircraft may be further enhanced not only by addition of a new equipment, but also by further development of their software. That is why optional features include covers not only a design provision for

1/min 16,370 kg 534

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installation of in-flight refuelling system, free volume in the nose for weapon delivery sensors and other avionic systems, but also the avionics system concept. New functions may be added in the future by upgrading the software, making use of the ample main computer processing power and digital buses traffic reserves. The main computers hardware may also be upgraded. Today, its chassis is halfempty as expansion cards will be added in the future, for example in order to provide support for a variety of on-board simulations and other functions.

Logistic system

F124 engine maintenance is supported by ground facilities like this Mobile Engine Test Cell High level of aircraft availability require an establishment of adequate logistics at the customer. While in everyday life, various freight forwarding organizations pretend to be logistics experts, the reality in military logistics is much more complicated. A system of logistics must support operation of a product during its entire lifecycle from cradle to grave. To prepare such a system, the work must start a long time before the first aircraft is delivered to the customer. Logistics activities include surveying customers bases in order to determine what part of existing equipment can be used for new aircraft as well as detailed identification of customer needs. A system of logistics includes not only spare parts and maintenance documentation, but also a variety of ground facilities, ground support and handling equipment, various stands, and specialized testers. Their scope is defined on the base of extensive logistic system analyses (LSA), which help optimize the system structure depending on customer-specific operational conditions; number of aircraft procured; number of bases from which aircraft will operate; and a number of other factors. Just like the aircraft itself, the L159B integrated logistics system has been developed building on the experience with the L159A and its predecessors.

The wide range of optional equipment includes an in-flight refuelling system.

Some customers want to use the L159B for reconnaissance missions. Pictured here is the Thales Vicon 18 Series 601 reconnaissance pod on the L159.

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Training Complex and customer tailored training is another critical element of Total Training Systems. Customers, today ranging from air forces to privately owned international training centres, for example, require a wide range of training equipment, from the simplest to the most advanced systems. Apart from training documentation and training courses, often based on the use of multimedia, a range of training aids also includes special devices for ground personnel and aircrew training. These are represented by aircraft component models and training panels with individual systems cross-sections at the low-end. Further, training devices include Part Task Trainers designed for training of individual tasks; Desk Top Trainers, simple desktop aircraft simulators based on technology similar to desktop computers; and also more complex simulators. The complex Full Mission Simulators represent the pinnacle of simulators,

A Full Mission Simulator like this one is the pinnacle of ground training equipment. offering the opportunity to train entire combat or training mission including tactics and weapon delivery. The L159B training system again makes use of the experience learned from the L-39/L-59/L159A training systems as well as of the manufacturing capabilities of Czech and Slovak companies that have established themselves as suppliers of individual training system components in the

The 5831 demonstrator during preparation of test instrumentation prior to a test flight at the RnoAF Andoya Air Force Base, Norway.
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course of L159A development. The training division of Boeing is yet another source of valuable expertise and a source of top quality training equipment, as it has extensive experience with training system development for US training and combat aircraft, including a comprehensive training system designed for the US Navys T-45 Goshawk jet trainer. New industrial environment A sine qua non for success of today aircraft programmes is the supplier capability to offer attractive industrial cooperation package. Many customers require installation of domestic equipment, share in aircraft production, or in case of large number of aircraft eve n licensed production. There is no need to remind frequently discussed offset programmes. The objectives of customers may be different, but typically, they include securing workshare for domestic industry and compensation for aircraft procurement by various types of offsets. At times, customers have military and political goals and want to establish indigenous product support independent on foreign suppliers and thus not prone to arms embargoes. Some customers are also seeking for compatibility with their nation specific ,5831 during a vibration test in the Czech Aeronautical Research and Test Institute. interoperability standards for communication, identification etc. In regard to licensed production, many customers are also interested in a transfer of advanced technologies in order to boost capabilities of local industry. It is for these reasons that Aero, together with its industrial partners, offers to potential customers a wide range of industrial cooperation programmes. Testing and qualification The testing and qualification of the L159B is largely based on the L159A test results thanks to a high level of similarity between the two aircraft. Of course, the qualification process is supported by extensive analyses and simulations and also a

The 5831 demonstrator during a launch of CRV-7 rockets. Weapon tests are among the most important L159A tests taken over for qualification of the L159B.
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number of ground and flight tests in areas where the L159B differs from the L159A. A partial list of L159A tests applied in the new project indicates what such an approach brings in the area of cost and development risks reduction. These include static and fatigue airframe tests, weapon and engine compatibility testing, flight performance and handling qualities tests and ground vibration tests. This approach greatly reduces risks associated with the project compared to new designs and enables L159B testing to focus on fine-tuning of design modifications and improvements. Conclusions With the L159B, Aero presents a qualified and advanced training system, solution that is based on advanced technologies and on the other hand on proven concepts and decades of experience. Such an approach, combining selective innovation and time -tested components, brings comparative advantage when compared to aircraft now in development, which may promise numerous seemingly attractive performance parameters but are burdened with numerous development risks and face years of testing and qualification work. Compared to its curre nt competitors, Aero wants to offer good aircraft and training system parameters, low prices stemming from favourable prices on the Czech market as well as the use of large scale production foreign components, flexible response to customer needs and short time of delivery, all traditional qualities of AERO Vodochody a.s.

L159B basic technical data Length: 12.72 m Wingspan: 9.54 m Height: 4.87 m Empty weight: 4,350 kg Maximum takeoff weight: 8,000 kg Maximum speed: 936 km/h Practical ceiling: 13,200 m Maximum range: 2,360 km

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