Aero L-39 Albatros (Wallpaper 4)
Saturday, June 25, 2011
image dimensions : 1092 x 682
Aero L-39 Albatros (Wallpaper 4)
4. Photo wallpaper gallery of Aero L-39 Albatros high-performance jet trainer aircraft. 4. Aero L-39 Albatros high-performance jet trainer aircraft pictures and images collection.
What’s it like to fly the L-39? It’s delightful. The flight control system is all-mechanical, with rod-actuated control surfaces, and the control feel is fairly heavy, but smooth and instantly responsive. Visibility is excellent in all directions. Aerobatics are easy and rewarding, and the L-39 is capable of all the basic positive-G jet maneuvers: aileron rolls, barrel rolls, loops, Cuban-8s, Immelmanns, cloverleafs, etc. Entry speed for most over-the-top maneuvers is 320-240 KIAS, and a 4-G loop takes approximately 4,000 feet of vertical space. Negative-Gs, for those so inclined, are limited to 10 seconds due to oil system limitations. In the positive-G realm, the bungee-boosted elevator begins to apply its compensation at about 2 Gs (actually, 18 degrees of stick deflection), and its effect becomes very noticeable by the time you reach approximately 4 Gs. It feels like someone is helping you pull on the stick. Aero L-39 Albatros (Wallpaper 4). 4. Photo wallpaper gallery of Aero L-39 Albatros high-performance jet trainer aircraft. 4. Aero L-39 Albatros high-performance jet trainer aircraft pictures and images collection. Thus, the "stick force per G" curve is non-linear, which takes a few minutes to get used to. Stalls are conventional for a jet aircraft of this type, with a stall break that is not sharply defined, and does not result in the nose dropping. Instead, the stall is preceded by an easily identified low-frequency rumble that feels about the same regardless of landing gear or flap position. Wings-level stall speed ranges from 92 to 105 KIAS, depending on flap setting. The slow spool-up time of the engine (nominally 9-12 seconds from idle to full power) means that the stall recovery must be a finesse exercise. Rushing the process will almost always result in a secondary stall and a further loss of altitude. This is a very important concept to grasp, especially in the traffic pattern, and it’s why L-39 pilots-in-training should spend a lot of time doing stalls and exploring the lower edge of the speed envelope. The electrical equipment is powered by the main generator (9 kW) from an accumulator enabling autonomous operation. The electrical net includes inverters (115 V and 3x36 V). Radio equipment of the aircraft consists of radio, communication, radionavigation and identification devices. For the training of landing and approach, a RSBN-5S close navigation system and ILS landing system are used. The aircraft is also equipped with the RKL-41 radio compass, RV-5 radio altimeter, MRP-56PS marker and an identification device. Aero L-39 Albatros (Wallpaper 4). 4. Photo wallpaper gallery of Aero L-39 Albatros high-performance jet trainer aircraft. 4. Aero L-39 Albatros high-performance jet trainer aircraft pictures and images collection.
4. Photo wallpaper gallery of Aero L-39 Albatros high-performance jet trainer aircraft. 4. Aero L-39 Albatros high-performance jet trainer aircraft pictures and images collection.
What’s it like to fly the L-39? It’s delightful. The flight control system is all-mechanical, with rod-actuated control surfaces, and the control feel is fairly heavy, but smooth and instantly responsive. Visibility is excellent in all directions. Aerobatics are easy and rewarding, and the L-39 is capable of all the basic positive-G jet maneuvers: aileron rolls, barrel rolls, loops, Cuban-8s, Immelmanns, cloverleafs, etc. Entry speed for most over-the-top maneuvers is 320-240 KIAS, and a 4-G loop takes approximately 4,000 feet of vertical space. Negative-Gs, for those so inclined, are limited to 10 seconds due to oil system limitations. In the positive-G realm, the bungee-boosted elevator begins to apply its compensation at about 2 Gs (actually, 18 degrees of stick deflection), and its effect becomes very noticeable by the time you reach approximately 4 Gs. It feels like someone is helping you pull on the stick. Aero L-39 Albatros (Wallpaper 4). 4. Photo wallpaper gallery of Aero L-39 Albatros high-performance jet trainer aircraft. 4. Aero L-39 Albatros high-performance jet trainer aircraft pictures and images collection. Thus, the "stick force per G" curve is non-linear, which takes a few minutes to get used to. Stalls are conventional for a jet aircraft of this type, with a stall break that is not sharply defined, and does not result in the nose dropping. Instead, the stall is preceded by an easily identified low-frequency rumble that feels about the same regardless of landing gear or flap position. Wings-level stall speed ranges from 92 to 105 KIAS, depending on flap setting. The slow spool-up time of the engine (nominally 9-12 seconds from idle to full power) means that the stall recovery must be a finesse exercise. Rushing the process will almost always result in a secondary stall and a further loss of altitude. This is a very important concept to grasp, especially in the traffic pattern, and it’s why L-39 pilots-in-training should spend a lot of time doing stalls and exploring the lower edge of the speed envelope. The electrical equipment is powered by the main generator (9 kW) from an accumulator enabling autonomous operation. The electrical net includes inverters (115 V and 3x36 V). Radio equipment of the aircraft consists of radio, communication, radionavigation and identification devices. For the training of landing and approach, a RSBN-5S close navigation system and ILS landing system are used. The aircraft is also equipped with the RKL-41 radio compass, RV-5 radio altimeter, MRP-56PS marker and an identification device. Aero L-39 Albatros (Wallpaper 4). 4. Photo wallpaper gallery of Aero L-39 Albatros high-performance jet trainer aircraft. 4. Aero L-39 Albatros high-performance jet trainer aircraft pictures and images collection.
Labels: Aero L-39 Albatros
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