L-39 FAQ

Aero Vodochody L-39 Albatros

• Can I pack in some luggage, golf clubs, or a briefcase?
  In almost every L-39, there is ample room in the nose compartment for these items. Small to medium sized soft duffels fit the best, but at least one operator can fit a small golf bag in the nose.

• What special license do I need to fly an L-39?
  An L-39 requires a Letter Of Authorization (LOA). This is accomplished by performing a checkride with an authorized check pilot. Normally, the check pilot is also the person who provides training, both on the ground and in the air. Upon completion of the check ride, the check pilot submits a Request for LOA to the local FSDO. The FSDO (hopefully) approves it and issues the LOA to the pilot. The paperwork process usually is completed in a matter of days.

• What is FSDO, What do they have to do with it?
  The FSDO's (Flight Standards District Office) job is to ensure the safety of you, your aircraft, and the general public. This is accomplished by inspection and documentation, to ensure compliance with all FARs and FAA Orders regarding you and the operation of you aircraft. Visit their web site to find the nearest FSDO location.

• What are the requirements for an LOA?
  The normal FAR requirements, i.e. medical, plus a minimum of 1,000 hours of Pilot In Command (PIC).

• Can a person with 3000 hours in piston aircraft and turboprops get insurance?
  Yes, there shouldn't be any problems. It seems like most companies are requiring 2 to 5 hours of dual and 10 hours in type. Double check with your carrier for their exact requirements.

• What do I need to transition?
  The transition is fairly easy for anyone with prior (and recent) turbine time. A normal working knowledge of the L-39 systems, operational envelopes, and emergency procedures. Transition would be similar to that of a Lear or Citation. The one big difference would be the ground handling characteristics. The L-39 uses a squeeze lever on the stick along with rudder pedal actuators to control hydraulic pressure to the main wheels for differential braking. This is common in Europe, but somewhat rare in the U.S. High performance pistons will probably take a little longer, but should also be good candidates for this transition training.

• How long will it take?
  This will depend greatly on experience level, expect two to ten hours of dual, and depending on the student's knowledge of the systems, ten to forty hours of classroom time. It's strongly recommended to spend a great deal of time with the books prior to bringing the instructor into town.

• Does anyone rent or lease L-39s in which I could take a test ride?
  No (yes) - Every L-39 in the United States is registered in the Experimental/Exhibition class, and this prohibits the "For Hire" operation. There are, however, individuals and companies that provide instruction in the L-39. Check the Links for a couple of these. Also, many sellers will take you for a ride (at cost) if you're seriously looking to purchase one of their aircraft. These may seem like "For Hire" but there is a little room for leeway when providing "Proficiency Training", especially when it happens on a reimbursement, rather than for profit.

• Who can provide this training?
  There are organizations that perform training in their L-39's, look under Links for some of these.

• How reliable is the L-39?
  This aircraft is an excellent design and exhibits high quality workmanship in its assembly. Usually after the first year of good quality maintenance, i.e. repairing, replacing parts that have been ignored for ten or fifteen years, the normal operations seem to be "put fuel in it and go fly".

• Where can I buy an L-39?
  L-39's are plentiful and prices range from $100K to over $1M, depending on equipment, age, times, etc. Check out ASO and Trade-A-Plane.

• Will banks loan money to purchase an L-39?
  Not certain about banks, but several aircraft lending companies have indicated they will loan against an L-39. They do require hull insurance and some require a value assessment from an independent source.

• I see "Airplane in a Box", what does that mean?
  Almost exactly what it says, the aircraft will come unassembled, in a 40 ft cargo container. When you figure up all the expenses, you can save a few thousand dollars and custom build your aircraft from scratch, but you're also taking a lot of the risks and you have to do most of the logistic legwork. Ask a lot of questions, does the aircraft have all the necessary paperwork to register and license it here in the US, i.e., Statement of origin and demilitarization export permits from the loosing country, ATF permits? Without the proper documents, you'll have a very expensive static display. To be on the safe side, use AOPA Aircraft Escrow Services to handle the deal.

• What happens if I buy (or own) an L-39 and want to change the locations where the aircraft is based?
  If the new base is located in the existing FSDO district, resubmit a new Program Letter that indicates the new home base. If the new airport is in another FSDO area, the certification process usually has to be repeated with the new FSDO, i.e. new 8130-6, They review and sign off on the Inspection Program, they inspect the aircraft, and then issue a new set of Operating Limitations naming the new FSDO and base of operations.

• What is the Experimental Class?
  Experimental is the certification class. There are two classes of certification, Production and Experimental. In a Production class, the aircraft isn't certified, the method of production is. Every nut, bolt, panel, etc. must have a work order and detail that shows exactly how it is to go together. If all the work orders are followed exactly during assembly, every aircraft that rolls off the assembly line will be identical and should meet the final approved standards. If you're licensing just one aircraft, then the Experimental class allows you to avoid the lengthy and costly Production Certification.

• What about the Exhibition category?
  There are several categories in Experimental, Amateur Built, Restricted, Training, Exhibition, etc. The Exhibition means exactly what it says, this aircraft will be used for exhibition only.

• Exhibition restrictions sound very limiting. What are the restrictions?
  There are several general restrictions that apply equally to all aircraft in this category and then there are specific rules (Phase II flight restrictions) that will be imposed by your local FSDO. Generally, the aircraft can only be flown under the following conditions:

• Aircraft cannot be used in a for hire operation, (i.e. rented out or passengers for hire)
• The aircraft can only be flown to-from an event where the aircraft will be on exhibition
• Flown for aircrew proficiency training
• Flown to-from a maintenance facility

• Can a person use the plane to go places as they would in a Cessna 340 or King Air?
  Yes, but be cautious of the following, 1) your Operating Limitations will most likely require you to notify the proper FSDO's of your intention to operate out of the destination airport, and 2) Double check the available runway length and services available at the destination. You can land your L-39 in places that will require a truck to depart from.

• What does it cost to fly an L-39?
  These numbers vary greatly, but should give you an idea of what to expect;

• $ 300,000 Purchase
• $ 5,000 LOA & training
• $ 12,000 Annual insurance (Liability)
• $ 6,000 Annual hanger
• $ 13,000 Annual inspection (with ejection seats)
• $ 1,000 Minor maintenance (fluids, oil, tires)
• $ 5,000 Parts annual average (i.e. engine, valves, etc)
• $ 350 Per hour fuel burn (high average)

• Are parts available?
  Yes, but please remember where this aircraft came from. In 50% of the cases, that's where the part is going to come from. Do not expect overnight service on the less common items. The market is full of Third World Surplus components. In most cases, this is acceptable, but occasionally, the part you ordered can be worse than the one you have. Always deal with a known vendor and ask a lot of questions, shelf life, date of manufacture, times, etc.

• Are major parts available?
  Yes, Engines, APUs, fuel bladders, inverters, air conditioning units. These are major components that are available. But again, buy from reputable vendors and know what you're getting.

• How's the FAA feel about Ejection Seats?
  The FAA authorizes Ejection Seats, ONLY if they are maintained according to Aero Vodochody's standards.

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