|
Frequently Asked Questions
DISCLAIMER: We have made every effort to give you accurate information based on real world experience. These are not inflated numbers to try to sell aircraft...these are real numbers to try to sell aircraft. Our lawyers still tell us to take no responsibility for the accuracy of anything we say, so we don't. Have a question you don't see? Contact us here.
FLYING THE L-39
What is it like to fly the L-39?
In a word, terrific! The L-39 is a very well balanced and well behaved aircraft that is simply a joy to fly. If you don't come down with a grin on your face, we'll check your pulse. It is easy to fly, has good control harmony, no nasty habits (except for pegging the fun meter and begging to fly incessantly), and grows on you the more you fly it.
Read a full pilot's report (part 1). Click here.
Read a full pilot's report (part 2). Click here.
Watch a full pilot's video. ;) Click here.
What are the design origins of the L-39?
The L-39 is the successor to the very popular L-29. All the things that the L-29 lacks were incorporated into the design of the L-39. Things such as redundant systems, environmental control, raised rear cockpit, higher stance to reduce FOD damage and allow for operation of unimproved surfaces, etc, were all incorporated into what has become the most successful jet trainer of it's era. Many of the designers were also a part of the Zlin design team, which produced some of the best flying aerobatic aircraft in the world.
Where does the L-39 derive it's looks from?
Yeah, it's sexy, isn't it? Despite the inclination to say it derives it's looks from a blend of Heidi Klum and Brook Shields, it is actually the concept of the father of our technical consultant, Vaclav Vleck. Vaclav tell us his dad's favorite two airplanes were the A-4 and the F-5. Take a look at our gallery section and you'll see he did a pretty good job of blending his favorite fighter designs together to develop the worlds most successful military jet trainer.
What are the main differences between the C, ZA, and ZO models?
The C model was introduced in 1972 as a primary and advanced jet military trainer. The ZO model followed with 4 external hard points for weapons training. The ZA was the last of the -39 series and was developed as both a weapons trainer and light attack combat aircraft. The ZA has a twin 23mm chin mounted cannon, reinforced wing spar, and heavy duty brakes and tires, and can carry up to 188 gallons additional fuel in underwing drop tanks. This extends its range out to 800nm, versus 450 for a stock C model.
What are the performance differences between the different types of L-39?
An L-39C and an L-39ZA of comparable weight will perform identically. The ZA is inherently a few hundred pounds heavier due to increased structures. Some will claim vast performance differences between the two. Our real world experience says that the C outclimbs the ZA by about 200 fpm and 5 knots in cruise in the same configuration and with the same power settings. In other words, a 400 nm trip in a ZA will land you a mere 5 minutes later than the C. The big performance advantage of the ZA is the 800nm range with the large drop tanks installed. Yes, there is a drag penalty, mostly attributable to the extra weight...nothing is for free amigo.
How popular is the L-39?
The L-39 is the most popular advanced jet trainer in the world, both in military and civilian use. Over 2800 L-39's have entered military service, with many still in service with air forces around the globe. Over 300 are registered in civilian hands, making it far and away the single most popular jet warbird today.
Why is the L-39 so popular?
Well, the afore mentioned good looks, great flying qualities, ease of maintenance, low acquisition costs, and relatively economical operating costs. Some report they are a good "chick magnet" as well. This is purely anecdotal and unverified...
What is typical cruise speed and fuel burn of the L-39?
You can plan on 290-300 KTAS and 150 gph in the mid-teens. Up at FL220 you can plan on 315 KTAS on 135 gph. Down low having fun it will peg both the fun meter and the fuel flow at around 200 gph. Check Flight Aware report of a typical L-39 profile here.
What is a comfortable length runway for the L-39?
While maximum performance figures in the POH are somewhat less, 5000' is a comfortable distance for both take off and landing. Distances can be shortened as proficiency increases.
BUYING AN L-39
Click here to go to our sales page
What should I be looking for in an L-39?
There are really just a few main points to consider above and beyond the normal due diligence recommended with any aircraft purchase.
1. Component times. These airframes are very stout and will outlive all of us combined. That being said components do wear out. Beyond total time, it is important to know time since overhaul for the airframe, engine, APU and all components. These times will not effect reliability as much as they will effect sales value.
2. Assembly. Over the years many entities have tried to sell L-39's. There are a number of modifications mandated by the FAA (removal of weapons systems, etc.) and weight reducing measures that significantly effect CG and are a major safety concern. Our advice is to make sure you know who assembled the airplane and trust their work. Once that is established, still have a thorough pre-buy done. We have seen more than one aircraft assembled by "reputable" entities that have had alarming oversights and negligence.
3. Original Log Books. Because these planes come from Europe with foreign log books, they are required to start new US log books once they enter service here. However, the orginial log books are the only way to verify true times on the airframe, engine, Safir-5, and other components. There is much valuable information in the original logs that is helpful in verifying the numbers in the US logs. Knowing where to look for this information and being able to translate it is one area where professional assistance for a company such as Worldwide Warbirds, Inc. comes in handy and can save you big money and big headaches.
How much should I expect to pay for an L-39?
Prices are at historic lows and vary widely, but typically you still get what you pay for. A mechanically sound aircraft with mid to higher component times will start around $175,000. Anything less is a red flag. Of course there are deals to be had on occasion, but caveat emptor south of a $175,000 asking price. Most of our aircraft are highly detailed and come with many options. Our typical selling price for a turnkey, show quality, low time C model is in the $250,000 to $325,000 range, with the ZA commanding a $30,000, premium on top of that, or more.
How long does it take to delivery a custom restored L-39?
That's a tough question to answer because there are so many variables. Some have taken 3 months, some have taken well over a year. On thing is for sure, Worldwide Warbirds, Inc., has more experience with customizing L-39's, with nearly twice as many delivered as our closest competitor. Call us if you are interested and we will put a proposal together for you.
Does Worldwide Warbirds, Inc. offer financing?
There are 100 ways to skin a cat, or so we've been told. We can arrange short term financing in house, and we also work with lending institutions and can provide direction in that regard as well.
OWNING AND OPERATING THE L-39
What can I expect to pay in maintenance per year?
We tell people that if you budget $15,000 a year, you should be safe. This includes the 50 and 100 hour inspection, and typical squawks. Of course there are big ticket items such as APU, fuel control unit, hydraulic pump, etc. However, our experience is that $15,000 is what the typical owner spends a year in maintenance if flying 50-100 hours a year.
What can I expect to pay for insurance?
The good news is that full hull coverage has been slowly coming down over the past few years. The not so good news is it's still around 7% of hull value. The majority of owners self insure the hull and opt for liability only coverage, which typically runs around $4500, give or take, for $1,000,000 smooth coverage. We have a very good working relationship with a great broker and can help get you acquainted.
What is an "FAA Approved Progressive Maintenance Program"?
That is a good question! The factory TBO on the AI-25TL engines varies. The earliest engines had a factory TBO of 300 hours, but few of those exist any more. Nearly all of the engines today are 500, 750, or 1000 hour TBO by factory standards. The FAA Approved Progressive Maintenance Program allows an extention of the TBO (2250 on a 750 hour engine, and 4000 on a 1000 hour engine) so long as the engine meets factory spec. at each 100 hour condition inspection. There are straight forward engine run up tests that should be performed at every 100 hr. inspection (or 12 months) that determine the health of the engine. As soon as the engine falls out of spec, it must be replaced (and you wouldn't want to risk it, would you?). The practical ramifications of this are that you don't have to pull an engine from your aircraft just because it has hit a certain hour mark, rather you pull the engine when it no longer meets the factory specification. We have seen engines that are operating out to 1300 and 1500 hours that are still within spec.
What is the difference between a 500/750/1000 hr. engine?
There are a LOT of differences between the series, far too much to explain here. However, in summary there are different materials used for compressor linings and labyrinth seals, different combustion chamber shape and layout, bearings, turbine bearing assy support (for aerobatics), with and without oil cushion under the bearings, etc..
How much does the L-39 cost per flight hour?
Plan on $450 in dry cost per flight hour. That includes consumables such as tires, brakes, oil, etc, scheduled maintenance, and engine reserves. A good budgeting number for 50 hours a year is $1300/hr.
How much hangar space do I need?
The L-39 measures 31'x 40'x 15.5'. You need a 16 foot high door and a tug...unless you have 4 strong guys to push it and good medical insurance.
Do you do training for the L-39?
Yes, Worldwide Warbirds currently contracts with highly experienced L-39 instructors for training in your aircraft. We offer both an extensive ground school and flight training. Training for flying in the L-39 is not to be taken lightly. Do yourself, your family, and the L-39 community a big favor and find thorough, quality training that insists on proficiency, not just catering to pass a check ride.
What are the requirements to fly an L-39?
In order to be PIC, both the FAA and Insurance companies require you to have 1000 hours in your log book. Insurance carries the additional requirement of an instrument rating. With this in order, you can qualify for your Experimental Type Rating through training and a check ride. Read the requirements in the FARs. Click here.
How much does training typically cost?
An experience turbine/warbird pilot can transition into the L-39 and be safe in about 10 hours of dual instruction. Here's an example:
- 200 gph x $4/gal. x 10 = $8000
- Instructor @ 750/day x 4 days = $3000
- Ground School = $1500
- Manuals = $200
- TOTAL = $12,700
A pilot without prior turbine/warbird experience can anticipate 20-30 hours of dual. Here's an example if you train in your own aircraft:
- 200 gph x $4/gal. x 20 = $16000
- Instructor @ 750/day x 6 days = $4500
- Ground School = $1500
- Manuals = $200
- TOTAL = $22,200
Buying an L-39
Click here to go to our sales page
What should I be looking for in an L-39?
There are really just a few main points to consider above and beyond the normal due diligence recommended with any aircraft purchase.
1. Original Log Books. Because these planes come from Europe with foreign log books, they are required to start new US log books once they enter service here. However, the orginial log books are the only way to verify true times on the airframe, engine, Safir-5, and other components. There is much valuable information in the original logs that should not be overlooked. Knowing where to look for this information and being able to translate it is one area where professional assistance for a company such as Worldwide Warbirds, Inc. comes in handy and can save you big money and big headaches.
2. Component times. These airframes are very stout and will outlive all of us combined. That being said components do wear out. Beyond total time, it is important to know time since overhaul for the airframe, engine, APU and all components. These times will not effect reliability as much as they will effect sales value.
3. Assembly. Over the years many entities have tried to sell L-39's. There are a number of modifications mandated by the FAA (removal of weapons systems, etc.) and weight reducing measures that significantly effect CG and are a major safety concern. Our advice is to make sure you know who assembled the airplane and trust their work. Once that is established, still have a thorough pre-buy done. We have seen more than one aircraft assembled by "reputable" entities that have had alarming oversights and negligence.
How much should I expect to pay for an L-39?
Price vary widely, and typically you get what you pay for. A mechanically sound aircraft will start around $250,000. Anything less is a red flag. Of course there are deals to be had on occasion, but caveat emptor south of a $250,000 asking price. Most of our aircraft are highly detailed and come with many options. Our typical selling price for a turnkey, show quality C model is in the $325,000 to $375,000 range, with the ZA commanding a $30,000, premium on top of that, or more.
How long does it take to delivery a custom restored L-39?
That's a tough question to answer because there are so many variables. Some have taken 3 months, some have taken well over a year. On thing is for sure, Worldwide Warbirds, Inc., has more experience with customizing L-39's, with nearly twice as many delivered as our closest competitor. Call us if you are interested and we will put a proposal together for you.
Does Worldwide Warbirds, Inc. offer financing?
There are 100 ways to skin a cat, or so we've been told. We can arrange short term financing in house, and we also work with lending institutions and can provide direction in that regard as well.
|
