The L159 Advanced Light Combat Aircraft (ALCA) was developed by Aero Vodochody to meet the Czech Air Force operational requirements for a light multi-role combat aircraft. The aircraft was developed in the single-seat L159A and two-seat L159B versions.
The Czech Air Force ordered 72 L159A aircraft and the first was delivered in April 2000. All 72 were delivered by the end of 2003. The L159B completed its first flight in June 2002 and the Czech Air Force ordered a further two aircraft.
Aero Vodochody was owned 50% by the Czech Government and 35% by Boeing Company; however, in October 2004, Boeing withdrew from the company. On 23 November 2005, the Czech Government announced that the company was to be privatised and, in October 2006, it was sold to Penta Investments.
In July 2004, the Czech Ministry of Defence announced that it plans to reduce the number of L159 aircraft in service by 47 to 18 in operational service and six in reserve. The remainder of its L159 fleet is to be sold.
L-159 aircraft modernisation programme
In June 2006, Aero Vodochody was awarded a contract by the Czech Ministry of Defence to convert four single-seat L-159A aircraft to L-159B two-seaters. The first modified aircraft made its maiden flight on 8 March 2007, while the second aircraft completed its maiden flight on 6 August 2007. The third aircraft took its maiden flight on 28 August 2007. All four converted aircraft were delivered to the Czech Air Force in November 2007.
In May 2008, Aero Vodochody signed an agreement with Saab Czech and Gripen International to cooperate on the marketing and further development of the L-159.
The Aero L-159 ALCA (Advanced Light Combat Aircraft) is a Czech-built multi-role combat aircraft. It is in service with the Czech Air Force and the Iraqi Air Force. It is derived from the Aero L-59 Super Albatros. Source wikiwand.com
Aero L-59 Super Albatros
The Aero L-59 Super Albatros is a Czech military trainer aircraft developed from the firm’s earlier L-39 Albatros. Compared to its predecessor, it featured a strengthened fuselage, longer nose, a vastly updated cockpit, advanced avionics (including head-up display), and a more powerful engine. At the time of its first flight on 30 September 1986, it was designated the L-39MS. Aero no longer produces this aircraft.
In 1992, a dedicated single-seat attack variant was proposed under the project name ALCA (Advanced Light Combat Aircraft), and was successfully marketed to the Czech Air Force. First flight of this variant, designated L-159A, was on 2 August 1997. The aircraft features mostly Western avionics, with systems integration undertaken by Boeing. Since then a new two-seat trainer has been flown as the L-159B Albatros II. Source wikiwand.com
1992 L59 (L39MS)
Grand Rapids Technology EFIS
Grand Rapids Technology EFIS
These aircraft are licensed, and flying the in U.S.
The L59 is what most folks wish the L39 was. Major differences:
Canopy hinged at the rear
Hydraulic boosted flight controls
1000 lbf more thrust
About 100 knots faster across the board
Better range—nearly best in class range
BASIC Engine DV-2
BASIC Engine DV-2
|The maximum thrust mode (H = 0, M = 0)||F T max. = 21.575 +0.431 kN|
|Bypass ratio engine||m = 1.5|
|Maximum speed blower||n D, max. = 13,365.5 min. -1|
|High-speed rotor for maximum mode||n C, max. = 18,840.9 min. -1|
|The maximum flow rate of air||Q in = 51.5 kg · s -1|
|The maximum degree of compression of the compressor||π KC = 13.5|
|The maximum degree of compression blower||π KC, D = 2.38|
|The maximum degree of compression pressure compressor||π KC.NTK = 3.13|
|The maximum degree of compression high-pressure compressor||π KC.VTK = 4.31|
|Specific fuel consumption at maximum mode||c m, max. = 0.06 kg N -1 .h -1|
|The maximum total temperature gases from the gas turbine||t 3 c, max. = 1196 ° C|
|The maximum total gas temperature for the gas turbine||t 4 c, max. = 715 ° C|
|Engine Acceleration (H> 5 km)||t = 4-8 p|
|The total length of the engine||L = 3,783.4 mm|
|Input motor diameter||D 1 = 645 mm|
|The maximum amount of engine||V = 1037 ± 5 mm|
|The maximum width of the engine||W = 994 ± 2 mm|
|The dry weight of the engine||G = 474 + 9 kg|
Technical data leteckemotory.cz
High bypass fan jet
Engine support / overhaul is still avialable from the engines OEM.
Aero L-59 Super Albatros cockpit – Image: raptoraviation.comAero L-59 Super Albatros cockpit (Front) – Image: raptoraviation.comAero L-59 Super Albatros cockpit (Rear) – Image: raptoraviation.com
The HUD is inop but the combiner glass is still installed. In its place is Op TechnologiesEFIS system in the front cockpit only.
#1 Comm Mesite VHF/UHF with a repeater control head in therear cockpit.
#2 Comm Mesite VHF in front cockpit
#1 Nav Collins VIR 30 Nav that displays on a
Collins PN-101 4” HSI with Collins 328A slaving unit
#2 Nav Op TechnologiesGPS with database that displays on the EFIS screen (front cockpit only)
#3 Nav Garmin 295 wired into a/c ships power
Transponder King KXP 756 with Encoder
Up to 4 350 liter drops tanks per aircraft.
(2 tanks are included with the a/c.)
AERO VODOCHODY SUPER ALBATROS:
__________________ _________________ ______________________ spec metric english __________________ _________________ ______________________ wingspan 9.54 meters 31 feet 4 inches wing area 18.80 sq_meters 202.37 sq_feet length 12.20 meters 40 feet height 4.77 meters 15 feet 8 inches
empty weight 4,030 kilograms 8,890 pounds loaded weight 7,000 kilograms 15,435 pounds
maximum load factor (max. load factor): +8/-4 g
internal fuel 1495 liter 395 gal. external fuel with 2 drop tanks 700 liter 185 gal. with 4 drop tanks 1400 liter 370 gal.
range, 2 drop tanks 1,570 kilometers 975 MI / 850 nm __________________ _________________ _______________________
Aero L-59 Super Albatros Source raptoraviation.com
L159 Advanced Light Combat Aircraft features
The L159 ALCA is based on the proven airframe design and aerodynamic configuration of the L39 Albatros and L59 family of basic and advanced jet trainers, and incorporates a high-performance military turbofan engine, advanced avionics and sensors.
The operational capabilities of the aircraft include close air support, tactical reconnaissance, air defence, counter insurgency, border patrol, anti-ship missions, and lead-in fighter and weapons training.
Royal Thai Air Force L-39ZA/ART gun run
The L159 ALCA is based on the proven airframe design and aerodynamic configuration of the L39 Albatros and L59 family of basic and advanced jet trainers. It incorporates a high-performance military turbofan engine, advanced avionics and sensors.
The operational capabilities of the aircraft include close air support, tactical reconnaissance, air defence, counter insurgency, border patrol, anti-ship missions, and lead-in fighter and weapons training.
On internal fuel only, this gives the single-seater a range of 1,570km (850nm), allowing for reserves of 10% of internal fuel. The engine should also give the L-159T – in a clean configuration with 50% fuel – double the climb rate, 25% more speed and a 30% better thrust-to-weight ratio than its L-59 predecessor, which is powered by the Slovak-built, 21.6kN Progress DV-2 engine.
The aircraft is stressed to withstand load factors from +8g to -4g, and is expected to achieve maximum level speeds of 505kt (935km/h) and a stall speed of 100kt, with a ceiling of 43,300ft (13,200m). At 5,500kg, it will require 680m to take-off to 50ft, and a 725m landing run. Source flightglobal.com
L159 ALCA cockpit
The cockpit arrangement and controls of the L159 ALCA correspond to a modern fighter aircraft configuration. The flight visions head-up display (HUD) with raster capability is the primary flight instrument and weapon aiming system. The multifunction colour displays are used for the display of flight and navigation information and weapons systems status. The hands-on throttle and stick (HOTAS) control enables both pilots to control the aircraft without removing their hands from the throttle or the control stick.
Flight Visions FV-3000 head-up display (HUD)
The radar also provides data to the Flight Visions FV-3000 head-up display (HUD), a development of the FV-2000 installed in the L-59 with modified air-to-air gunnery and air-to-ground weapons delivery algorithms. Radar controls are integrated into the Mason Electric hands-on throttle-and-stick system. Source flightglobal.com
The cockpit is protected with composite and ceramic ballistic armour. Survivability is also increased by the provision of a fuel tank inerting system, an on-board inert gas-generating system (OBIGGS). VS-2 zero ejection seats and a canopy jettisoning system are fitted. The standard aircraft configuration also includes an on-board oxygen-generating system (OBOGS).
On-board oxygen-generating system (OBOGS)
VS-2 zero ejection seat
The rescue system consists of two ejection seats VS-2A and emergency jettisioning of cockpit canopy.
The seat VS-2A is eguipped with two-stage driving system, which is created by a telescopic ejection mechanism an accelerating rocket engine URM-1M. The parachute system PLS-80 is located at the top of the seat immediately behind the pilots head. The system consists of two parachutes,one (SP-80) for stabilisation plus the main rescue parachute PL-80. The seat is eqipped with a survival kit.
Jettisionning of canopy is activated by emergency handle in rear and front cockpit. If the canopy cannot be jettisionned, the ejection is performed trough the plexiglass of the canopy. Source albatros.zuby-broumov.cz
The aircraft is equipped with a Hamilton Standards Stores Management System. There are seven hardpoints to carry stores: three under each wing and one under the centre fuselage.
These are capable of carrying a wide range of NATO standard weapons, including AIM-9 Sidewinder air-to-air missiles, AGM-65 Maverick air-to ground missiles, rockets and free-fall bombs, a gun pod, laser-guided bombs, reconnaissance pods, electronic countermeasure pods and fuel drop tanks.
The AIM-9 has a cylindrical body with a roll-stabilizing rear wing/rolleron assembly. Also, it has detachable, double-delta control surfaces behind the nose that improve the missile’s maneuverability. Both rollerons and control surfaces are in a cross-like arrangement.
The missile’s main components are an infrared homing guidance section, an active optical target detector, a high-explosive warhead, and a rocket motor.
The infrared guidance head enables the missile to home on target aircraft engine exhaust. An infrared unit costs less than other types of guidance systems, and can be used in day/night and electronic countermeasures conditions. The infrared seeker also permits the pilot to launch the missile, then leave the area or take evasive action while the missile guides itself to the target.
|Primary Function||Air-to-air missile|
|Contractor||Naval Weapons Center|
|Power Plant||Hercules and Bermite Mk 36 Mod 71, 8 solid-propellant rocket motor|
|Speed||Supersonic Mach 2.5|
|Range||10 to 18 miles depending on altitude|
|Length||9 feet, 5 inches (2.87 meters)|
|Diameter||5 inches (0.13 meters)|
|Finspan||2 feet, 3/4 inches (0.63 meters)|
|Warhead||Annular blast fragmentation warhead
25 lbs high explosive for AIM-9H
20.8 lbs high explosive for AIM-9L/M
|Launch Weight||190 pounds (85.5 kilograms)|
|Guidance System||Solid-state, infrared homing system|
AIM-9 data fas.org
The IRIS-T (Infra Red Imaging System Tail/Thrust Vector-Controlled) is a German-led program to develop a short-range infrared homing air-to-air missile to replace the AIM-9 Sidewinder found in some NATO member countries. Any aircraft capable of firing the Sidewinder is also capable of launching the IRIS-T.
In comparison to the AIM-9L Sidewinder, the IRIS-T has higher ECM-resistance and flare suppression. Improvements in target discrimination not only allows for 5 to 8 times longer head-on firing range than the AIM-9L, it can also engage targets behind the launching aircraft, the latter made possible by the extreme close-in agility allowing turns of 60 g at a rate of 60°/s.
The Royal Norwegian Air Force (RNoAF) has tested a new air-to-surface capability developed by Diehl BGT Defence for the IRIS-T. A proof of concept test firing to acquire, track, and engage a target representing a small fast attack boat was conducted in Norway in September 2016, where the IRIS-T missile was launched from an RNoAF F-16AM multirole aircraft. For the air-to-surface role, the missile retains the same standard IRIS-T AAM hardware configuration, including the HE warhead and IIR guidance package, with only an updated software insertion required to deliver the additional ground attack capability. This basic air-to-ground capability provides the ability to acquire, track and engage individual ground targets like boats/ships, small buildings and vehicles.
Norwegian F-16 Tested IRIS-T in Air-to-Ground Targets: Here
|Weight||87.4 kg (193 lb)|
|Length||2.9 m (9.5 ft)|
|Diameter||127 mm (5.0 in)|
|Impact and active radar proximity fuse|
|Wingspan||447 mm (17.6 in)|
|25 km (16 mi)|
|Flight altitude||Sea level to 20,000 m (66,000 ft)|
|Typhoon, Tornado, F-4, F-16, NASAMS, Gripen, F-18.|
The Advanced Short Range Air-to-Air Missile (ASRAAM) is a state of the art, highly manoeuvrable and combat effective weapon. Many combat aircraft are currently equipped with radar-guided AIM-120 AMRAAM for long range engagements and the AIM-9 Sidewinder for close combat. The two missiles are an ill-matched pair, since nearly four decades separates their origins. construction. While AMRAAM is highly effective at ranges between 5-50 kilometers, its usefulness diminishes rapidly at a shorter ranges.
A rival to the American-built AIM-9X Sidewinder, ASRAAM is equipped with a Raytheon-Hughes infrared seeker which is the baseline for the company’s AIM-9X seeker. The company developed an infrared seeker featuring a unique sapphire dome as part of an engineering-manufacturing-development and production effort valued at $215 million. This ASRAAM seeker played a part the company’s competitive win of the AIM-9X missile contract that could lead to some $5 billion in business over the next 20 years.
Manafacturer British Aerospace
Date Deployed 1998 ?
Range 8 nm ( 300 m to 15 km )
Speed Mach 3+
Propulsion One dual-thrust solid-propellant rocket motor
Guidance strapdown inertial and Imaging Infrared
Warhead 22.05 lb ( 10 kg ) blast/fragmentation
Launch Weight 220.5 lb ( 100 kg )
Length 8 ft, 11.5 in ( 2.73 m )
Diameter 6.6 in ( 0.168 m )
Fin Span 17.7 inches ( 45 cm )
The AGM-65 Maverick is a tactical, air-to-surface guided missile designed for close air support, interdiction and defense suppression mission. It provides stand-off capability and high probability of strike against a wide range of tactical targets, including armor, air defenses, ships, transportation equipment and fuel storage facilities. Maverick was used during Operation Desert Storm and, according to the Air Force, hit 85 percent of its targets.
The Maverick has a cylindrical body, and either a rounded glass nose for electro-optical imaging, or a zinc sulfide nose for imaging infrared. It has long-chord delta wings and tail control surfaces mounted close to the trailing edge of the wing of the aircraft using it. The warhead is in the missile’s center section. A cone-shaped warhead, one of two types carried by the Maverick missile, is fired by a contact fuse in the nose. The other is a delayed-fuse penetrator, a heavyweight warhead that penetrates the target with its kinetic energy before firing. The latter is very effective against large, hard targets. The propulsion system for both types is a solid-rocket motor behind the warhead.
The Maverick variants include electro-optical/television (A and B), imaging infrared (D, F, and G), or laser guidance (E). The Air Force developed the Maverick, and the Navy procured the imaging infrared and the laser guided versions. The AGM-65 has two types of warheads, one with a contact fuse in the nose, the other a heavyweight warhead with a delayed fuse, which penetrates the target with its kinetic energy before firing. The latter is very effective against large, hard targets. The propulsion system for both types is a solid-rocket motor behind the warhead.
|Primary Function:||Air-to-surface guided missile|
|Contractors:||Hughes Aircraft Co., Raytheon Co.|
|Power Plant:||Thiokol TX-481 solid-propellant rocket motor|
|Service||Air Force||Marine Corps||Navy|
|Launch Weight:||462 lbs(207.90 kg)||485 lbs(218.25 kg)||670 lbs(301.50 kg)||630 lbs(286 kg)||670 lbs(301.50 kg)|
|Diameter:||1 foot (30.48 centimeters)|
|Wingspan:||2 feet, 4 inches (71.12 centimeters)|
|Range:||17+ miles (12 nautical miles/27 km)|
|Guidance System:||electro-optical television||imaging infrared||Laser||infrared homing|
|Warhead:||125 pounds(56.25 kilograms)
|300 pounds(135 kilograms)
delayed-fuse penetrator, heavyweight
|125 pounds(56.25 kilograms)
|300 pounds(135 kilograms)
delayed-fuse penetrator, heavyweight
|Explosive||86 lbs. Comp B||80 lbs. PBX(AF)-108|
|Date Deployed:||August 1972||February 1986||1989|
|Aircraft:||A-10, F-15E and F-16||F/A-18||F/A-18 and AV-8B|
AGM-65 Maverick data fas.org
Rockets and free-fall bombs
ZVI Plamen PL-20 2×20 mm gun pod
The PL-20 package represents a set of products comprising an aircraft weapons system and its ground accessories. The 20 x 102 mm weapons system consists of the ZPL-20 aircraft gun, the KPL-20 gun pod, the MPL-20 aircraft ammunition (TP, TP-T, API-T or HEI cartridges), PYR-20 cartridges and elements of the P-20 ammunition feed belt. The ground accessories consist of the feed belt charger PLN-20, the ground control device LUN 2469, the adjustment telescope RD 20-460, the gun assembly stand, the gun pod assembly, the set of spare parts 1:1 and 1:3 and the tool set.
The ZPL-20 is a high rate-of-fire, two-barrels electrically controlled automatic gun for aerial usage resting together with the ammunition box and the electronic control block in the KPL-20 gun pod. The pod may be suspended under a standard NATO pylon and is standardly linked to the board control computer of the aircraft.
During all allowed flight modes the PL-20 package enables aerial fire at air targets (in aerial combat and for aircraft self-defense) and at ground targets, to provide combat support for or defense of ground forces.
The ground accessories of the PL-20 are designated, in particular, for the pre-flight procedures and post-flight checks of the PL-20, as well as for its maintenance, transport and storage.
The ZPL-20 gun and MPL-20 ammunition are also utilizable for ground applications. In such cases the gun may be mounted on fixed and/or mobile platforms.
In 2004, all parts of the PL-20 have been certified for use in military aviation in compliance with the STANAG and MIL international standards. The ammunition is compatible with the M39 / M56 / M61A ammunition series.
Based on successful finalization of control and end-user tests, the PL-20 has been integrated into the armaments of L-159 aircraft and, subsequently, employed by the Armed Forces of the Czech Republic.
ZPL-20 aircraft gun
|Rate of fire – low||780 ± 50 min-1|
|Rate of fire – high||2 600 ± 100 min-1|
|Weapon principle||coupled breeches, gas-withdrawal actuation|
|Length||2 000 mm|
|Mass||68 ± 1 kg|
|Muzzle velocity||1 020 +43 -20 m.s-1|
|In-flight breech initiation||three times, pyrotechnically|
|Life cycle||6,000 rounds|
KPL-20 gun pod
|Length||2 725 mm|
|Mass||95,5 ± 2 kg|
|WEIGHT||230 kg (510 lb)|
|LENGTH||3.27 m (10.7 ft)|
|DIAMETER||273 mm (10.7 in)|
Specification source wikipedia.org
The system is adaptable for the addition of new weapons, including medium-range air-to-air missiles and special pods for ECM, reconnaissance, night navigation and targeting.
The L159 ALCA’s electronic warfare system consists of the BAE Systems Sky Guardian 200 radar warning receiver and the Vinten Vicon 78 series 455 countermeasures dispensing system. Provision is made for the installation of an electronic countermeasures (jamming) pod.
Vinten Vicon 78 series 455 countermeasures dispensing system
The aircraft’s threat-warning and countermeasures system includes a GEC-Marconi Sky Guardian 200 radar-warning receiver (RWR), which can detect pulse, continuous and interrupted continuous wave emissions in the E to J bands. The RWR can be used to trigger the Vinten Vicon 78 Series 455 countermeasures dispensing system to release chaff and flares, or it can warn the pilot to do so manually.
The L159’s avionics system meets multi-mission requirements and provides capabilities similar to current-generation frontline fighter and ground attack aircraft. Avionics integration is via a MIL-STD-1553 databus, which facilitates future growth.
The avionics system performs the following functions: target sensing, controls and displays, stores management, communication, navigation and identification, self-protection, and data loading and recording.
The L159A aircraft is equipped with a Grifo-L multimode pulse Doppler radar produced by the Italian company FIAR. For air-to-air search the radar has five modes of operation, can track up to eight targets and has track-while-scan capability. There are four submodes for air combat and nine modes for air-to-surface operations. The L159B is fitted with an electro-optical sensor or laser designator in the nose.
Grifo-L multimode pulse Doppler radar
Selex Galileo has added new modes to the long-selling Grifo fire control radar and has also designed a pod-mounted version. Angelo Aprile, the company’s head of capability in Italy, told the Military Flight Training conference in London organized by Defence IQ that more than 450 “advanced but affordable” Grifo systems have been sold worldwide. Applications include the F-5E/F, Mirage III, L-159, F-7 (Chinese-built MiG-21bis) and Sikorsky HH-60 helicopter. The most recent announced sale was last year–a second order by the Brazilian air force for its F-5 fleet.
The Grifo radar already includes a variety of air-to-air and air-to-surface modes, including ground mapping and maritime target track, as well as a terrain avoidance mode, according to Aprile. The new air-to-surface modes are simultaneous MTI with SAR and automatic target classification. The new air-to-air modes are raid assessment and air-to-air inverse SAR (AA/ISAR). Aprile said that the AA/ISAR feature is invaluable for non-cooperative target recognition, and showed a pixelated image of an opposing combat aircraft that was clearly identifiable by type.
Aprile said that the Grifo’s ECCM capability has been proven in real threat scenarios. “We have had the opportunity to test against Eastern as well as Western technology,” he added. The podded version, designated Grifo-7, is designed for light attack and trainer aircraft such as the Chinese-designed K-8 jet or the Alenia-Aermacchi MB339. The pod is easily installed on underwing hardpoints and, says Selex Galileo, provides multimode performance that closely replicates that obtained from a typical nose-mounted installation.
Selex Galileo continues to market the Grifo for advanced jet trainers that can also serve as light combat aircraft. According to Aprile, the Grifo’s best detection and tracking performance has been obtained on the Czech L-159 advanced light combat aircraft. The nose of the Alenia-Aermacchi M346 advanced jet trainer was designed to accept the Grifo radar. Selex Galileo has also studied how the radar could be fitted to the Romanian IAR-99 jet trainer. According to Aprile, light combat aircraft fitted with the Grifo can be effective interceptors of larger, fourth-generation fighter types. Or in the training role, they save money by “downloading” portions of the operational conversion syllabus that is currently flown by expensive front-line combat aircraft. Source ainonline.com
The aircraft’s autopilot and yaw damper, supplied by BAE Systems Flight Controls, has a stall avoidance system mode (SAS), automatic attitude hold (ATT HLD), heading hold (HDG HLD), altitude hold (ALT HLD) and control stick steering mode (CSS).
The aircraft monitoring system (AMOS) collects, processes and records data about the aircraft systems and aircraft loading, and provides automatic data retrieval and data transfer, via a Fairchild data transfer system, to the aircraft maintenance management system.
The identification friend-or-foe transponder is an AlliedSignal APX-100, and the same manufacturer also provides the aircraft’s air-data computer. Source rexsystems.com
H-764G integrated global-positioning/ inertial-navigation system
Honeywell supplies the H-764G integrated global-positioning/ inertial-navigation system, while the autopilot and yaw damper are supplied by Lear Astronics. Source rexsystems.com
The H-764G Embedded Global Positioning System (GPS)/Inertial Navigation System(INS) (EGI) integrates the two functions into one single line replaceable unit (LRU). The EGI is a hybrid system. The system is an all-attitude navigation system providing outputs of linear and angular acceleration, velocity, position attitude (roll, pitch and platform azimuth), magnetic and true heading, altitude, body angular rates, time tags and time. When installed in the host platforms in the appropriate configuration, the system provides the navigation functions of the equipment it replaces. The system uses the concept of an open system architecture which allows for the modularity of interface functions. It provides a MIL-STD-1553B digital interface, meets tri-service GPS/INS requirements and can interface with the U.S. Air Force satellite system. Source fas.org
Honeywell ITEC F 124-GA-100 engine
The aircraft is equipped with a Honeywell ITEC F 124-GA-100 engine developing a maximum thrust of 28kN. The F124 is a two-shaft non-afterburning turbofan engine with three-stage LP axial compressor. The HP compressor has four axial stages followed by one centrifugal.
Honeywell ITEC F 124-GA-100 engine
Motor F 124 – GA – 100 was derived from turbofan engines TFE 1042-70. It was developed by ITEC (Internationl Turbine Engine Corporation). Is a variant of the two-channel air turbosupercharged engine with afterburner F – 125, which was used in fighter aircraft Ching-Kuo manufactured under the Republic of China in 1982 by agreement between the representatives of the companies ITEC and Aero Industry Development Center (AIDC) Republic of China. In 1994, motor F – 124 was selected as the powerplant aircraft L – 159 ALCA (Advanced Light Combat Aircraft). Currently provides the propulsion jet trainer L-159B .
Engine Specs 124 F – GA – 100
Motor F 124 – GA – 100 is a two-channel, Dvojrotorové aircraft turbosupercharged engine, a three-stage blower, five-speed mixed axial-radial high-pressure compressor, annular combustion chamber, single-stage high-pressure gas turbine, single-stage low-pressure gas turbine mixing chamber extension tube and discharge nozzle with constant diameter.
The engine is a modular design that allows for easy maintenance and repairs. The modules are fully interchangeable. Their maintenance can be performed separately.
The motor is controlled by electrical signals from the engine control lever in the cabin. The motor is controlled by an electronic system consisting of digital electronic control unit “ECU” and the backup engine control unit “BEC”. Electronic computer system of the “FADEC” controls the speed of turbo-compressors and the temperature gas before the gas turbine engine by changing the fuel flow to the combustion chamber in a steady state and transient engine mode.
Monitoring engine system ( “EMS” – Engine Monitoring System “) allows you to record the operating parameters of the engine in the notebook ground support (” GSU “- Ground Support Unit) by plants, which are directly operated obtain information for early detection of possible engine failure. Some engine parameters are monitored on-board monitoring system “AMOS”.
BASIC SPECIFICATIONS ENGINE 124 F – GA – 100
|The maximum thrust mode||F T max. = 29,035 kN (6300 lb)|
|Bypass ratio engine||m = 0,472|
|The rotor speed for maximum low pressure mode||n 1, max. = 16370 min. -1|
|The speed of the rotor of a high pressure mode, the maximum||n 2, max. = 23200 min. -1|
|The maximum temperature of the gases from the gas turbine||t 3 c, max. = 1366 ° C|
|Maximum temperature of gas in a gas turbine||t 4 c, max. = 871 ° C|
|engine acceleration||t = 3 s|
|Specific fuel consumption at maximum mode||c m, max. = 0.0826 kg N -1 .h -1|
|The maximum degree of compression of the compressor||π KC = 19.4|
|Air supply to the engine at maximum mode||Q in = 42.5 kg · s -1|
|Tensile engine weight||m F = 0.055 kN.kg -1|
|The total length of the engine||L = 1700 mm|
|Maximum input motor diameter||D 1 = 617 mm|
|The maximum amount of engine||V = 900 mm|
|The maximum width of the engine||W = 760 mm|
|Maximum engine weight||G Max. = 618.88 kg|
|The dry weight of the engine||G = 534 kg|
Translated by google Source leteckemotory.cz
An engine monitoring system (EMS) is embedded in the dual Full Authority Digital Engine Control (FADEC) to store mechanical and performance data during flight, and has the capability to provide analytical and condition check-out on the ground.
Aero Vodochody is flight testing L-159 aircraft equipped with an in-flight refuelling probe.
Performance of the L159 ALCA
The L159 can climb at the rate of 47m per second. Its maximum speed is 936km per hour. The range and service ceiling of the aircraft are 2,530km and 13,200m, respectively. Its take-off run is 440m.
The aircraft weighs around 4,350kg and its maximum take-off weight is 8,000kg.
Draken Deploys 11 Radar-Equipped L-159 Aircraft in Support of USAF Adversary Air Contract: Here
Draken International, operator of the largest privately-owned fleet of ex-military aircraft in the world, has deployed 11 L-159 Advanced Light Combat Aircraft (ALCA) to Nellis Air Force Base to provide direct adversary support to the company’s USAF Adversary Air (ADAIR) contract. Upon arrival at Nellis, the L-159 aircraft took to the skies after receiving a Military Flight Release (MFR) authorizing the integration of the L-159 fighter with USAF assets. The L-159’s join 13 A-4 Skyhawks that Draken is already operating in support of this contract, for a total of 24 Draken aircraft now based at Nellis.
Draken first debuted the company’s L-159 fighter jets in January 2017 providing Red Air to the USMC in support of Operation Agile Lightning. USAF training against the L-159s began in late April with adversary missions supporting the 16th Weapons Squadron (F-16/F-35), 17th Weapons Squadron (F-15E), and the 433rd Weapons Squadron (F-15C/F-22), 57th Wing, Nellis AFB, Nevada.
Sean Gustafson, Vice President of Business Development stated, “The aircraft has exceeded all expectations with exceptional reliability and remarkable radar performance.” Draken is the only contract air service company in the world operating fighters with modern fire-control radars and 4th generation capabilities. The L-159, affectionately named the “Honey Badger” by Draken, is equipped with the sophisticated GRIFO radar simulating advanced threat aircraft and missiles.
REAL MOMENTUM AT AERO VODOCHODY
The first L159T2 is now in production, it is one of three brand new trainers being built which will join 211 Sqn at Caslav
A year ago, Aero Vodochody Aerospace was celebrating the first build of an L-159 for an export customer. By late December it was flying and handed over to the Iraqi Air Force (IQAF). Today it is one of two dual-seat L159T1s at the Prague-based company used to train IQAF pilots.
In early 2018, both trainers should be delivered to Balad Air Base, where the other ten single-seat L159s have been playing a big part in ousting Daesh (aka self proclaimed Islamic State – IS) from the war-weary country. While the company is quite justifiably proud of its work with Iraq, it isn’t sitting on its laurels. The new Italian management team, led by ex-Finmeccanica Aeronautics CEO, Giuseppe Giordo is pushing through several new L159/L-39NG programmes as they bid to transform the Czech company.
All but one of the 48 L-159s which were once stored in the hangars, are now gone with the majority sold to Iraq (12) or Draken International (21), Aero’s partner in North America which uses them for Red Air training.
Giordo told MONS in mid-September during the L-39 User Group conference, “we are very optimistic about the single-engine, more economical advanced light combat aircraft (ALCA). We are relaunching the aircraft at a time when many air forces are looking at curbing their operational costs.”
The 24 L159s delivered to the Czech Air Force (CzAF) in the early to mid-2000s are in their original state and in need of a refresh. Initially designed in the mid 1990s, it lacks a much-needed targeting pod, as well as the ability to use laser guided bombs or smart weapons which can be a big disadvantage in modern close air support (CAS) ops. So it is not surprising that Aero Vodochody is offering a comprehensive upgrade package to the Czech Air Force, that would address such obsolescence.
Massimo Ghione, Chief Business Officer says it includes a complete new fourth generation+ avionics package, targeting pod, improvements to the Leonardo GRIFO radar, a new self-defence suit, wet wing and wing-tip air to air missile launchers, a fixed air to air refuelling probe, full NVG configuration in the cockpit and a helmet mounted display.
No decision has yet been made by the CzAF, while the IQAF might show some kind of interest. However, the CzAF has gone ahead with the acquisition of eight upgraded L159T2s. They will feature new cockpit avionics including four 7x5in Multi-Function Displays (MFD) instead of the existing 4x4in ones, new GRIFO radar that the T1s didn’t have, as well as wet-wings. Three brand new aircraft are now being built with work on the first fuselage well underway. They should be delivered by the end of 2018 and will be joined by the CzAF’s five L159T1s which are being upgraded to the same T2 standard.
Structures for the first three L-39NGs are now being assembled at Aero. The first pre-series aircraft is expected to fly in the third quarter of 2018, and delivered in full trainer capability during late-2019 to LOM Praha, which runs the Czech AF’s flying training. Certification is expected in November 2019, while the first flight of an aircraft with light attack capabilities is expected in June, 2020.
The L-39NG will be powered by the Williams FJ-44-4M, which replaces the Ivchenko AI-25 that powered the original L-39s.
Marco Venanzetti, previously Senior VP, Flight Operations at Alenia Aermacchi joined the company as Executive Vice – President L-39NG, in August 2016, told MONS: “The basic configuration of the light attack L-39NG will have five hard points – one on the centre-line and two under each wing. The basic configuration which we are going to clear, will have two 350 litre wet-tanks, Mk 81/82 laser guided/free falls bombs, CRV-7 unguided/guided rocket launchers and single/twin barrel gun-pod which will be available on the centre-line as well as on two under wing pylons, should the customer need more fire-power. This benchmark will satisfy 80% of our customers.”
Mr. Venanzetti, who has flown 96 aircraft during his career as a test-pilot added, “with the aircraft’s architecture, we can integrate a targeting pod too if the customer wishes. On the weapons front, we can offer the IMI [Israel Military Industries] 125kg and 250kg bombs which are exactly the same as the Mk81/82 ones and will certify as required, in addition to the 50kg bombs for precise targeting.”
Configuring the aircraft to a light attack version, will mean the installation of two boxes housing a Stores Management System (SMS) and Weapons Management Systems (WMS) to manage the weapons. With wet wings you can also have AIM-9L SIDEWINDERs on the wing rails. Meanwhile, Aero announced at the L-39UG that it had adapted the L-39CW designation for those customers who might want to integrate avionics and the new engine into their original L-39s, before upgrading to the new L-39NG airframe. Source monch.com
L-39NG Multi-Role Jet Trainer: Details
Photo: L-39NG first time in vzduchu./ AEROSPACE AERO Vodochody
|Propulsion||1 Turbofan Engine|
|Engine Model||Honeywell / ITEC F124-GA-100|
|Engine Power||28,2 kN||6350 lbf|
|Speed||935 km/h||505 kts
|Service Ceiling||13.198 m||43.300 ft|
|Rate of climb||2880 m/min||9450 ft/min|
|Range||1.570 km||848 NM
|Empty Weight||4.160 kg||9.171 lbs|
|max. Takeoff Weight||8.000 kg||17.637 lbs|
|Wing Span||9,54 m||31 ft 4 in|
|Wing Area||18,8 m²||202 ft²|
|Length||12,73 m||41 ft 9 in|
|Height||4,78 m||15 ft 8 in|
|Production Status||in production|
|Developed from||Aero L-39|
|Data for (Version)||Aero L-159A (L-159B)|
|Variants||L-159A, L-159B, L-159T1|
Technical data flugzeuginfo.net
Main material source airforce-technology.com
Updated Oct 15, 2017