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Take-off begins by advancing the throt- tle to the forward stop. Maximum N1 RPM should stabilize at just under 107 RPM. Af- ter checking temperatures and pressures, the brakes are released. Acceleration is brisk on the runway, and the 100-knot rotation speed comes up quickly with a ground roll of less than 1,500 feet. Positive rate, gear up, retract flaps at 140, and the plane settles in for a VY climb at 216 knots. Initial VSI at full MIL power is in excess of 4,000 fpm. Reduce power for normal climb to 101 percent and the VSI drops to 2,800 fpm. Sound levels are surprisingly low. A large turbocooler provides excel- lent cabin comfort even on hot summer days in Florida.
Handling
Once airborne, the plane handles like a giant Bonanza. Controls are balanced and harmonious. A high-hat trim switch on top of the stick can be used to relieve pitch and roll stick forces. Speed builds quickly, especially in a dive, and the lack of a propeller coupled with the sleek plan- form means the plane doesn’t like to slow down. Approach Vmo (0.8 Mach) and the speed brakes will deploy automatically.
Stalls are a non-item as the wing tele- graphs critical angle of attack with a con- sistent shudder. Steep turns are easy once a proper sight picture is appreciated. Rud- der input is minimal. Rolling maneuvers (barrel, aileron, hesitation) are smooth and gentle (remember the 20-second in- verted time limit). Loops require almost 5,000 vertical feet. If done well enough to maintain at least 75 kts. at the top, the pilot will experience a sustained 4G pull. Under load, the staccato vibration of the G-suite pressurization system is heard and felt. Upright spins are limited to two turns, and tail slides are done with almost no risk of compressor stall. Pitch forces are light throughout the envelope, and the airplane responds to elevator input with great sensitivity. Roll response is a little slower, impeded by the mass of the tip tanks. Modifications are available to remove the tip tanks for increased speed and higher roll rates.
Since fuel and pressurization systems are automated, the pilot is free to just fly the plane. It’s a great cross-country ma- chine with the caveat that endurance with reserves is under two hours. I flight plan for 500-mile legs when traveling cross- country. Much more than 90 minutes in the ejection seat becomes uncomfortable as seat cushions are not allowed. Specialty ejection seat pads can be found, but they are costly and don’t offer much relief.
Landing
Landing is commenced at a 1,500-2,000 ft AGL initial approach during which time speed should be bled down to about 200 kts. The downwind leg is flown just below the Vle speed of 180 kts. Gear down past the numbers, flaps approach on base, flaps landing on final (140-120 kts) and cross the fence at 100 kts. A Flettner tab on the left side of the elevator automati- cally extends with f lap deployment to mitigate flap-induced pitching moments.
Throughout the approach, engine RPM must be kept no lower than 80 percent in case of a balked landing. Spool-up time is long enough that a go-around may actually turn into a touch and go. Speed brakes are deployed as needed.
Touchdown is softened by robust trail- ing link gear. For short field work, the nose can be kept high for aerodynamic braking. Antilock brakes can be applied once the nose is planted to depress the nose-gear- mounted weight-on-wheels switch.
Maintenance is made easier by large access panels and the simplicity of the systems. Dispatch reliability is excellent, and the plane offers few surprises.
With its good looks and warbird cachet, the L-39 turns heads on every ramp. Ser- vice and parts support for the airframe and engine are readily available domes- tically. There are several L-39s listed for sale, with prices ranging from $120,000 to $590,000 depending on aircraft age, engine time, avionics and modifications. There are a few specialty shops that are worth consulting if you are in the market. John Morgan at Pride Aircraft in Rock- ford, Illinois has been in restoration and sales since the first L-39s were import- ed to the U.S. He has an encyclopedic knowledge of the L-39 and his shop offers service, parts, and all popular airframe mods. North America’s only Ivchenko engine specialist is in Toledo, Ohio, at the eponymously-named AI-25TL company. Richard Hess and his team can rehab and repair the Ivchenko powerplant and are working on FAA overhaul approval. Nathan Jones, of Code 1 Aviation, has a robust brokerage and has been instrumen- tal in developing the Garrett modification.
The L-39 Albatros offers speed, aero- batic capability and the thrill of fly- ing a real fighter jet. It is arguably the ultimate PLJ.
Dr. Dan Greenwald began flying in 1975 and has been an active flight in- structor continuously since 1979. He has over 10,000 hours total time. Dan is an active Unlimited Aerobatic Flight Instructor and a former FAA Desig- nated Pilot Examiner. He provides flight instruction through his company, Angle of Attack Experience, in L-39 and Extra 330 aircraft. You can reach Doctor Dan at 813-334-7974 or via www.AngleO- fAttackExperience.com.
14 • TWIN & TURBINE
February 2019
The L-39 typically achieves a high- speed cruise between 340 and 370 KTAS at FL180.
A look inside the L-39 tailpipe.