In the Air: Rime of the Cold War Mariner
10/01/2004
Jet military high-performance jet aircraft are demanding. Demanding to fly, demanding to service, and–as any military jet owner knows–demanding to acquire. Purchasing techniques have traditionally included queries to foreign governments, arms dealers, or brokers who have pieced planes together with spare parts scrounged from the surplus inventories of Third World nations. Still, the act of strapping on a military jet fighter, pointing it down the runway and pushing the throttle is intoxicating, and the chase is always worthwhile.; function voidFunc() { } voidFunc();){kind=link}
The fall of the Berlin Wall made the acquisition of military jets easier as
cash-strapped Eastern European governments and aerospace companies in pursuit of
U.S. dollars released many high-performance fighters and trainers into the hands
of the world’s aviation enthusiasts. Some of these aircraft were current
production models, in excellent condition and with low flight time.; function voidFunc() { } voidFunc();)
The end of the Cold War means that the Czech-built Albatros is now available to
collectors on the open market. (Click image to enlarge)
Jet trainers–two-seat jets used to teach operations and air combat
maneuvers–have the performance and aerobatic capabilities of supersonic
fighters, but have simpler systems and reduced service needs, and burn somewhat
less fuel. Among the more desirable and popular of these fighter/trainers that
have appeared on the market is the two-seat L39 Albatros from Czech aircraft
manufacturer Aero Vodochody. Produced from 1976 to the present–the current
variant is the L59–the L39 served a dual role as trainer and attack jet when
fitted with ordinance. Unlike many surplus military aircraft that have been
removed from service, the L39 is still active with the air forces of some NATO
and developing nations. The L39 and its variants are Russia’s primary jet
training aircraft.
Built to take the unimproved airdromes and harsh climes of Eastern Europe, this is a tough aircraft with simple service requirements relative to other complex military jet aircraft. Its build quality meets rigid NATO requirements, as revealed by the excellent fit and finish of its smooth aluminum skin and rugged landing gear. With a 3,780-pound-thrust turbofan engine, it can cruise at speeds near 350 knots (400 mph) at flight levels, with an endurance of about 1.5 hours on its internal fuel stores, leaving about 45 minutes of reserve fuel. Additional range is available when it is fitted with external wing tanks.
Though small for a military jet, the L39 stands tall, and it is a good 6-foot
climb up to the cockpit. An onboard fold-out step and recessed handholds assist
in entry to the cockpit, where you swing your leg over to get onto the seat. An
external release handle opens the side-hinged, counterbalanced canopy. The L39
has ejection seats (sometimes referred to as “bang seats”), as do all jet
fighters and trainers. This particular aircraft has had the seats
decommissioned, which means they are inoperative. Though some L39 owners prefer
to keep their proven Czech rocket propelled seats active and fully
armed for flight, ejection seats require meticulous service and testing
schedules administered by highly skilled technicians for their sequencing,
triggering, and propulsion systems. As these aircraft are no longer flown in
harm’s way, many pilots (and FAA inspectors) feel that the ejection system is
unnecessary, so their complex pyrotechnic systems have been removed.; function voidFunc() { } voidFunc();)
As with any fighter jet, the Albatros is demanding of its pilots and
well worth the effort. (Click image to enlarge)
I found the instrument panel layout familiar, as most of the displays on this
former Russian trainer had been westernized with a Latin alphabet; some of the
original placards and instruments in Cyrillic script remain. The front and rear
cockpits are identical, with critical control overrides available in the
rear–instructor’s–cockpit. When flown solo, the forward cockpit is used, and it
has been equipped with all of the important navigation and communications
radios.
Along with the ejection seats, some wonderful details remind me of the plane’s original purpose. The throttle is massive: a thick, tubular grip that fills the hand. The control stick is also hefty and carries a motorcycle type of hand-brake lever, which controls the wheel brakes. Down in the foot wells, the rudder pedals have straps to keep flight boots in contact, even under severe negative g maneuvers.Steve Maiman, my host for the demonstration flight, participates in a three-member L39 partnership. The partnership’s L39 is a fine low-flight-time example that was refurbished and painted in a U.S. Marines color scheme. A typical warbird owner, Maiman collects trainers and owns both a show-quality Stearman World War II primary trainer and a T-34 “Mentor,” a’50s Navy primary trainer.
We start the turbofan engine and latch the canopy as the climate control system begins to cool down the cockpit, making things comfortable under the hot California sun. Takeoff acceleration at first is leisurely, but the aircraft picks up speed rapidly once it starts rolling. As it breaks ground and the gear is retracted, the L39 is already past 150 knots and climbing at 2,000 feet per minute. There is no engine sound or vibration as we throttle back to hold the airspeed, respecting the airport traffic area speed limits. “The hardest thing to do is to keep the speed down below the limits around the airports and below 10,000 feet,” says Maiman.
Visibility over the nose is superb even in a steep climb. We reach cruise altitude of 15,000 feet with the pressurized cockpit quiet and comfortable, while maintaining 250 knots. So quiet is the aircraft that only standard David Clark headsets are necessary. The Albatros has manual flight controls with servo tabs to reduce control effort without resorting to complex hydraulic systems. Throughout the speed range of the aircraft, the controls remain light and precise. Rolls are easy, and loops can be initiated from level flight.
Returning to the airport, I discover that landing the L39 requires careful planning and practice. As with all jets–even two-seaters–it is important to anticipate the need for thrust, as there is a lag of a few seconds before useful thrust is available for climb or adjustment of the approach speed. Too much thrust and the aircraft floats off the end of the runway; too little, and the graceful L39 turns into a brick. Precision is key. “I try to practice emergency procedures and landings every flight,” says Maiman.
These jets might not be the best aircraft for cross-country trips, as limited range and luggage space are best suited to day trips within the range of about 460 to 575 miles. But this is not what these aircraft are about. Jet fighters and trainers offer a combination of speed, smoothness, power, control feel, and aerobatic capability available nowhere else in aviation. Maiman simplifies the appeal: “It looks great, feels great, and is just so much fun to fly.”
Air Flight Enterprises, spreng@cfl.rr.com
Air USA, www.air-usa.com
Fantasy Fighters/Warbird
Aerobatics, www.jetwarbird.com
Trade-A-Plane, www.trade-a-plane.com