in Defence / Features

The 39's steps...

Posted 27 February 2018 · Add Comment

The Aero L-39 Albatros high-performance jet trainer was created in Czechoslovakia by Aero Vodochody in the 1960s. Alan Warnes looks at how the aircraft is still being used throughout Africa.

Of the 3,600 L-39/L-59ss sold worldwide, just over 400 different L-39 Albatros aircraft have been delivered to Africa, most from the mid-80s onwards.
The last brand new aircraft delivered there were not L-39s, but the more advanced L-59.
The company started to develop a newer fourth-generation trainer – the L-59 Super Albatros – from the original L-39 Albatros in the early-90s. It came with a new integrated weapons delivery and navigation system (WDNS) supplied by US-based Flight Visions.
Having been designed with a slightly different architecture and being heavier than the L-39, the new jet needed more thrust, which led to the 1,680kg Ivchenko AI-25 powerplant being replaced by the 2,100kg Lotarev DV-2.
Aero eventually sold 60 L-59s, with both customers from Africa – 12 L-59Ts went to Tunisia in 1995 and 48 L-59Es to Egypt in 1994/5. These were the last L-39/-59s to be built before the L-159 started rolling off the production line.
The Egyptian aircraft utilised eastern ammunitions, while the Tunisians were designed to use western weapons, like the AIM-9 Sidewinder. Egypt was keen for a new lead-in-fighter trainer for its F-16 and Mirage 2000 fleet and purchased a large number of L-59Es. Unfortunately, its 48 jets were grounded in or around 1999, due to alleged engine issues. They have remained stored ever since.
Tunisia’s 12 L-59Ts, which were ordered in 1994, are used for advanced pilot training and weapons training, although they are also used as armed patrol aircraft. They fulfilled this role during the Libyan revolution in 2011 and have also been involved in reconnaissance, counter-insurgency and air support missions for Tunisian ground forces.
During 2014-16, six Tunisian aircraft were overhauled at Aero Vodochody. Milos Trnobransky, Aero’s head of engineering said: “They were put through standard general overhaul; there was no mid-life update. Each overhaul took about 10-11 months.”
More L-39s were sold to African nations after the L-59 deals, but they came from surplus stock. Algeria took delivery of 17 L-39ZAs between 2002-04, but these were originally destined for Nigeria, while Yemen purchased 12 L-39Cs in 2001 that were originally ordered by the USSR in 1999/2000 but never acquired in the wake of Czechoslovakia’s 1989 Velvet Revolution.
When Algeria took the delivery of the 17 new aircraft, the country had about seven existing L-39Cs, and 32 L-39ZA-1s, which had Russian avionics. The newer L-39ZAs were the -4 variant, which boasted the same fuselage and systems but western avionics.
In 2013, Aero signed a contract to overhaul the 15 surviving L-39ZA-4s, as well as two L-39Cs.
Aero’s support of the Algerian Air Force L-39 fleet is a prime example of how it has improved its customer support in recent years. Pavel Sedlacek, Algeria project manager said: “We have a follow-on service and support (FOSS) contract for delivery of spare parts and services in Algeria. We have also sent technical staff to Tafraoui to extend the service life of the 14 L-39ZA-1s of 30+ delivered. Two ZA-1s will also be upgraded next year with western avionics.”
Libya was easily the biggest customer of the L-39, although Colonel Gaddafi liked to donate them to other allied forces whenever he could. In the wake of the Libyan war, most Libyan Air Force L-39s have been split between the two warring factions, although most are grounded.
Aero is also discussing with Nigeria how it can provide after-service support of its fleet of around 19 L-39s, although at the moment there is only a handful currently airworthy.
Several other air forces in Africa continue with the L-39. Angola has about six L-39Cs operational; Ethiopia has around 30 with only half operational; Uganda about six operational of its 14 L-39ZA/ZOs.
Several other countries have operated the Albatros, but the majority are all grounded.
 

* required field

Post a comment

Other Stories
Advertisement
Latest News

Airlines, finance, Airbus, Boeing feel the worst of coronavirus-linked economic turbulence

Airlines, aviation financing and plane makers – inherently vulnerable to the economic side-effects of a potential pandemic - faced challenges as the year began, ensuring they are now at growing risk of severe coronavirus-related

Comair releases interim results showing loss

South African airline Comair Limited has reported a headline loss of R564 million in its interim results for the six months ending on 31 December 2019.

Air Senegal to launch London Stansted to Dakar direct flights

Air Senegal is to launch a direct service operating between London Stansted and Dakar this summer.

Air Côte d’Ivoire boosts passenger experience offering with SITAONAIR

Ivory Coast carrier Air Côte d’Ivoire is extending its relationship with trusted inflight connectivity partner SITAONAIR across its new fleet of A320neo aircraft, enabling enhanced levels of passenger satisfaction.

Aviationfly.com launches Middle East, Africa and Asia pilot school directory

Aviationfly.com, a comprehensive directory of nearly 250 flight schools across the Middle East, Africa and Asia has formally launched – providing those wishing to become a pilot with an unrivalled resource to help them kickstart their

$1.8bn Russian fighter deal for Algeria

A $1.8 billion order for 30 Russian aircraft will take Algeria’s fighter fleet numbers up to 74 – sufficient for six squadrons. Jon Lake reports.

AVAFA20SK2207050320
See us at
AVMENA20 BT1309100620AVAFA20BT2207050320