to air forces. If they have a
school, we will deliver [aircraft].”
Skytech, he said, wouldn’t be
in direct competition with Aero
for customers, adding: “We can
only do this in co-operation with
the OEMs [original equipment
manufacturers] and we have had
a lot of interest from potential
customers in working this way.”
As for contract signature for the
new L-39NG, Donnet said: “We
were going to sign in November,
but we’re postponing and should
sign by the end of the year.”
He also confirmed that, in the
longer term, Skytech wants more
than the original 16 in the LOI.
Phoenix-based RSW Aviation
has also signed an LOI withouta financially binding agreement.
It covers 12 L-39NGs and
an upgrade of its existing six
L-39s to L-39CW standard.
Interest from the Czech Republic’s
own LOM Praha, which trains
Czech military pilots, appears
to have gained momentum
after the rollout and two pilots
from the state-owned company
have since flown the L-39CW.
A source told AFM that LOM
Praha will probably order four and
place options on two more. If it
does, it’s likely the second pre-
series aircraft, 7004, will head to
Pardubice, its main training hub.
So, if all goes to plan, Aero
will bag at least 38 sales
within the next few months.Light attack
As well as the trainer, Aero is
developing a light attack version.
In fact it’s the latter that attracted
the first customer, the Senegalese
Air Force – which means the firm is
developing the variant a little sooner
than some envisaged. Giordo
commented: “I wasn’t surprised.
The difference between us and
the competition is our capability
of integrating new weapons.
“Senegal is a big deal – to order
an aircraft which hasn’t flown yet
shows a lot of trust. But we’ve
always considered Africa as a
prime target for the aircraft.”
The nation has ordered four dual-
seat light attack versions – two
to be delivered in the second halfof 2020 and the second pair in- No structural modifications
are required to convert the
trainer version to light attack.
The fully digitised Elbit Systems
Targo II helmet-mounted system
will be integrated in the Senegalese
aircraft. Venanzetti explained:
“This works well with the training
concept we have for the aircraft,
with the ability to simulate missions
such as air-to-air refuelling as part
of the IAI virtual training system.”
Aero is also considering
development of a single-seat
version dedicated to light attack.
It would carry another 441lb
(200kg) of fuel, increasing the
jet’s endurance to 4.5 hours
without external tanks. AFM
Rudolf Duchoň took to the air in L-39
prototype X-02 on November 4, 1968,
marking the beginning of the world’s
most successful jet trainer. By the
time production ended in 1992, nearly
4,000 L-39 Albatros aircraft had been
delivered to countries all over the
world. In addition to the L-39C basic jet
trainer, there were two first-generation
armed equivalents – the original
L-39ZO and the further evolved L-39ZA.
A total of 3,957 L-39 and L-59s were
sold from 1968 to 1995, including more
than 2,000 L-39Cs to the Soviet Union.
The first major update was the
L-39MS with the more powerful
Ivchenko-Progress DV-2 engine.
Other changes included structural
enhancements to strengthen the
wing, allowing for increased weaponsloads; a new hydraulically operated,
single-piece, rear-hinged canopy;
and VS-2 zero-zero ejection seats.
The avionics were considerably
upgraded, with MFDs and a HUD to
better replicate modern fighters.
The first DV-2-powered L-39MS
flew on September 30, 1986, but
the aircraft came at the wrong time.
The break-up of the Soviet Union
meant Moscow could no longer buy
the large numbers it had planned.
In the end the only customer was
Czechoslovakia, which took five.
When the country divided in 1993,Slovakia took two and the other
three were sold to private owners.
The most capable ‘legacy’ Albatros
was undoubtedly the L-39ZA/ART – 40
of which the Royal Thailand Air Force
(RTAF) acquired in 1992. They were
fitted with Elbit Systems avionics,
and much of the trials work was done
from Ovda in Israel’s Negev desert.
The jets were supplied as lead-
in fighter trainers for the RTAF
F-16 fleet but also had their own
close air support role. Now,
however, they’re being
withdrawn from service.
While the RTAF was
taking deliveries of
its aircraft, Egypt
received 48 L-59Es
and Tunisia 12 L-59Ts.The L-59 was a Westernised L-39MS,
and although Egypt grounded its
fleet after a few years of operations,
Tunisia still operates some six L-59Ts.
Air forces in several European
nations continue to the fly Albatros,
including Bulgaria (six L-39ZAs),
the Czech Republic (seven L-39Cs
operated by LOM Praha; and three
L-39ZAs), Slovakia (four modified
L-39CMs and three L-39ZAMs) and
Lithuania (one L-39ZA plus up
to three L-39Cs borrowed
from the ‘Baltic Bees’
aerobatic team).Right: A line-up of L-39ZA, L-39C
and L-159 at Aero’s facilities
in Prague. The L-39ZA
leading the trio has been
painted in a special
colour scheme to
celebrate the 50th
anniversary of
the Albatros.
Alan WarnesLeft: L-39NG vice
president Marco
Venanzetti joined
Aero Vodochody in
August 2016.
Alan Warnes38 // DECEMBER 2018 #369 http://www.airforcesmonthly.comIntel
Report
Albatros evolution