out on the L-39CW, and
Aero has also developed a
new set of wingtips that will
replace the old wing tanks.
The existing air intakes were
found to be a little larger than
necessary for this type of
engine. But as Lang explained:
“It wasn’t possible to change
them because they’re an
integral part of the airframe.
“We found the resistance of
the existing air intakes against
the vibrations or acoustic
noise coming from the engine
was not good enough.”
Unbowed, Aero developed
a special composite layer to
reinforce the intakes. “For
the L-39NG we’ve radically
designed the air intakes, and
they will be all composite and
removable,” added Lang.
Early next year another series
of upgrades will see integration
of an Israel Aerospace Industries
(IAI) virtual reality training system,
which is to be introduced in April.Differences
There are several differences
between the L-39NG and the
L-39CW testbed. For example, the
latter lacks the ‘wet’ wings, which
can carry 2,866lb (1,300kg) of fuel.
Another difference is the
ejection seat. The L-39CW is
fitted with the Aero VS-1, while
the L-39NG will use the Martin-
Baker Mk16CZ. Canopy fracture
tests were completed at Martin-
Baker’s Chalgrove, UK, site on
June 18 and the seat was installed
in the L-39NG within weeks.Aero had begun discussions
with Martin-Baker in 2014 and,
says MB’s Andrew Martin: “The
company will be proud to have
their seat in the L-39. It will be
the first time [in the Albatros].”
The L-39NG’s rear cockpit seat
has been raised 6in (150mm)
for improved visibility, and its
new canopy is a single-piece
transparency attached to the
fuselage by three large hinges.
Another noticeable feature is the
L-39NG’s smaller tail. Venanzetti
explained: “Because the Williams
engine is smaller than the AI-25,
we wanted to reduce the drag, so
we didn’t need such a big tail.”
Since the L-39CW, serial
2626, is effectively the L-39NG
prototype, the first four L-39NGs
are known as pre-series aircraft,
although only two will fly.Potential customers
Currently, Aero has two letters
of intent (LOIs) agreed with
customers. One is a financially
binding agreement with Portugal-
based Skytech for ten L-39NGs
plus options for six more.
Laurente Donnet, Skytech’s VP
business development, told AFM:
“We’re not intending to build up
a school. We want to offer a jet
pilot training capability availableFirst aircraft
Aircraft Role
MSN 7001 1st pre-series aircraft
MSN 7002 Static test
MSN 7003 Load test
MSN 7004 2nd pre-series aircraft
MSN 7005 1st series aircrafthttp://www.airforcesmonthly.com #369 DECEMBER 2018 // 37
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