L 410 Czech 19 seater aircraft. How it's made, how it works, how it works. The airliner's interior: comfortable and inconvenient places
Development of the L-410 aircraft began in 1966. The first sample flew into the air after 3 years. It carried its first passengers at the end of 1071. This flight was operated by the Czechoslovakian company Slov Air. The following year, Czechoslovak developers transferred 5 cars to the USSR. Despite the good flight characteristics, work to improve the aircraft continued. So, already in 1973, the L-410M took off, equipped with an engine made in Czechoslovakia.
The next, more advanced modification, L-410UVP, appeared in 1979. It was distinguished by larger wings, vertical tail surfaces, and a longer fuselage. This modification became a production model.
But its improvement continued. In 1984, the L-410UVP-E version appeared, featuring more powerful engines. After 2 years, the aircraft, which received a certificate in the USSR, again received a different, powerful engine.
In the 90s, due to a decrease in demand, aircraft production was reduced to 2–5 per year, although before that they were produced at a rate of 50 per year. This continued until 2008, when 51% of the shares were purchased by the Ural Mining and Metallurgical Company. The production of aircraft increased and reached 11 units in 2013. There was no further increase. Currently, most of the aircraft are in poor condition. But some L-410s continue to fly.
This small aircraft has enjoyed and continues to enjoy some popularity. It has been and continues to be exploited, albeit without its former intensity, in 40 countries. It has performed well on local airlines even in Australia and Greenland.
In Russia, the L-410 is rarely used, since a significant portion of local flights are not operated. These aircraft are available in the fleets of KrasAero, Orenburg and PANH Airlines, located in Buryatia. Interest in the aircraft is being shown in the Ministry of Transport and the Ministry of Industry and Trade, as well as in some regions with large territories with an undeveloped road network.
Although the developments used in the L-410 are far from new, a number of innovations introduced into it in subsequent years make it possible to operate the aircraft with efficiency no less than existing modern models. Thanks to the use of new engines, its flight range has been significantly increased, and various cabin options allow it to be used not only as a passenger aircraft. Another advantage is the ability to use this aircraft at temperatures from minus 40 to plus 50 degrees. It should also be clarified that the L-410 can land on a dirt runway.
The airliner's interior: comfortable and inconvenient places
Although the cabin of this small aircraft is designed for passengers traveling short distances, it is equipped with all possible amenities. The seats are not much different from those installed in large airliners. Of course, sitting in them for a long time will be tiring, but this machine does not perform long-distance flights.
The seats are arranged in 7 rows. But there is an option in which there are fewer rows. In this case, the number of seats is not 19, but only 17. In the first option, the best seats are those in the first row. There are only 2 of them here: A and C. They are located on the left and right of the portholes. For a tall passenger, seat B, located in the second row, is most comfortable. There is no chair in front of him, which makes it possible to place his legs quite comfortably.
During the flight, the noise of the running engines is clearly audible in the cabin. But it is not particularly loud. So passengers can talk to each other, as happens in any type of transport. There is no need to shout in the cabin.
A well-installed heating system ensures a comfortable temperature during the flight. So even in winter you can be here without warm jackets, coats, or fur coats. They can easily be placed on luggage racks. These shelves are enough for all passengers, but you cannot place anything bulky there.
Accommodation for passengers with large bags is also difficult. When going on a trip with more or less substantial luggage, you should place it in the luggage compartment. There are two such compartments on the plane. Although they are not very large, there is enough space for everyone.
Usually, when flying, many passengers simply do not know what to do to make the travel time pass unnoticed. In the cabin of this aircraft, passengers in the front rows are usually engaged in watching the work of the pilots. There is no blind door between the cabin and the cabin, so it is easy to observe what is happening in the cabin.
Since the flights are carried out at low altitudes, usually not exceeding 3 thousand meters, the pictures floating below are clearly visible through conveniently located windows. The advantage here is that you can look at the ground from any row. The view is not blocked by the wings located above the windows.
Of course, we should also mention such conveniences in this small plane as a toilet. It is located in the tail section. Of course, for passengers in the sixth (seat A) and seventh (seat B) rows, such proximity brings inconvenience. However, the toilet door opens not towards the passage, but towards the entrance door, and there are few passengers in the cabin.
A special feature of the cabin is its narrow passage. It is almost impossible for two people to pass each other in it. But there is no moving towards each other on an airplane. In addition, flight attendants do not appear in the aisle with trolleys, as happens on large planes.
In the diagram below of the cabin of an aircraft designed for 19 In the diagram below of the cabin of an aircraft designed for 19 passengers, the numbering, as usual, begins on the left. The order of the seats is A, B, C. Number 5 indicates the toilet, number 11 indicates the luggage compartment.
Does the airplane have a future?
In recent years, measures have been taken to revive small aviation in Russia. This also applies to the L-410 aircraft. Workshops for its production are being installed in the “Titanium Valley”, where UZGA decided to locate them. The commissioning of production capacity should occur in 2018. It is planned to produce aircraft not only for civil aviation, but also capable of performing a number of other tasks. This will include the production of vehicles intended for the armed forces.
In all cases, the latest technologies will be used in production, which will make the aircraft safer and more comfortable. The passenger version of the L-410 will be used on intraregional lines, as well as for communication between cities in different regions with insignificant passenger flow between them.
Characteristics of L-410
Length: 14.487 m.
Height: 5.83 m.
Wingspan: 19.478 m.
Wing area: 34.86 sq.m.
Fuselage width: 1.92 m.
Cruising speed: 310 km/h.
Maximum speed: 395 km/h.
Flight range 1500 km.
Number of passenger seats: 19.
Crew: 2 hours
Conclusion
Available information suggests that the L-410 aircraft has not exhausted the possibilities for continued operation and further improvement. Its special advantage is its ability to take off and land where other airliners cannot do this. The ability to fly at high and low air temperatures allows it to be used in a wide variety of climatic conditions.
The number of passengers carried, although not as large as that of larger airliners, is, however, in most cases sufficient for passenger requests, since the aircraft is usually used on intraregional lines, or on routes between cities that are not so far apart from each other. During flights, passengers are in conditions almost equal to those existing in large airliners. Further improvements will make these conditions more comfortable.
Taxi cost calculation to the airport
L-410 UVP-E20 is a universal twin-engine aircraft of Czech production for local airlines, accommodating 19 passengers. Designed for operation on unprepared dirt, grass, snow areas, as well as on airfields with short runways (about 600-700 meters), which, in fact, makes it an aircraft in the “off-road” category. The first flight of the L-410 was made on April 16, 1969. The main customer of the aircraft was the Soviet Union. In addition, the L-410 was also supplied to Bulgaria, Brazil, Hungary, East Germany, Libya, and Poland. Despite the fact that the plant is located in the Czech Republic, it considers itself part of the Russian aircraft industry: the foundations for this were laid during its development and during its long history of operation. As of 2012, more than 400 L-410 aircraft are in operation around the world.
Production site of Aircraft Industries in Kunovice, Czech Republic.
The Aircraft Industries plant, better known under the Let Kunovice brand, is located 300 km from Prague. The plant employs 920 people.
The company produces aircraft through a full production cycle - it has its own lines for surface treatment of materials, paint and varnish production, a machine shop, assembly shops, a design bureau and an airport.
L-410 fuselage parts production workshop. The enterprise is expanding and modernizing production - light green equipment is intended for the production of a new generation of the L-410 NG (New Generation) aircraft.
The plant's production capacity is 16-18 new aircraft per year.
About 80% of aircraft are supplied to Russia. Over the past four years, 35 aircraft have been delivered to Russia.
Production of parts on a CNC milling center from the French company Creneau.
Cleaning parts before molding
Forming a part on a press
Punching press
Design documentation - interceptor drawing
Manufacturing of the wing spar on a 5-axis CNC milling center.
The production uses Russian duralumin produced by OJSC Kamensk-Ural Metallurgical Plant. The total share of components from Russia in the L-410 aircraft is about 15% - this is a legacy of the fact that the aircraft was developed by order of the USSR and with the participation of Soviet designers.
Wing panel production
Assembly of the front wing
Checking the quality of riveting on an airplane wing
One L-410 aircraft uses about 185,000 rivets of different types and sizes
Riveting work in the middle part of the fuselage
Installation of floor panels
Production of the rear fuselage
Production of engine air intake parts
Production of air intake parts for the CASA CN-235 aircraft within the framework of industrial cooperation.
The plant also cooperates with Boeing for the Boeing 787 aircraft.
Assembly conveyor for L-410 UVP-E20 aircraft. Located in one of the newest buildings of the plant, originally designed for the production of L-610.
In one half of the building there are two production lines for new L-410 aircraft, in the second half there is a service workshop for aircraft coming out of service.
There are about 10 aircraft in the assembly shop at the same time. The fuselage, wing, end tanks and tail unit come to the beginning of the line from the paint shop.
At the end of the line are aircraft undergoing flight tests and preparing for delivery to customers.
Over the entire history of its existence, the plant has produced over 1,150 aircraft of the L-410 family.
More than 850 of them were delivered to operators in the USSR.
The process of finishing the luggage compartment of an aircraft in the nose after completing the installation of electrical equipment
Emergency exit door assembly
The nose of the aircraft with serial number 2915. The weather radar antenna is visible.
The forward luggage compartment doors are open.
Installation of avionics in the cockpit. Avionics traditionally include devices from Russian manufacturers
Installation of electrical equipment in the aircraft cabin
Installing Wiring Harnesses
Installation of electrical wires on an aircraft wing in the area of the engine nacelle
Five-blade AV-725 propellers (Avia Propeller) together with a GE H80-200 engine make up the new power plant for the L-410 UVP-E20 aircraft. It has been installed on all new aircraft since January 2013 and is certified by EASA and the Russian AR MAK.
Young people in production are not uncommon, also due to the presence of its own vocational technical school on the territory of the plant.
The average age of the company's employees is 44 years.
Work on the GE H-80 engine, carried out by a representative of GE Aviation Czech, Prague (former Walter plant).
The final installation stage takes about 5 months - this is the most expensive part of production, as within its framework, engines, landing gear and all avionics are installed on the aircraft, where each individual unit can cost 100-250 thousand Euros.
The total duration of the aircraft production cycle from the production of the first fuselage components to the end of flight testing takes just under a year.
Cockpit of the L-410 UVP-E20 aircraft.
The aircraft is fully equipped for instrument flights and has an advanced ground proximity warning system (EGPWS) and TCAS II. The L 410 is designed in the metric system (rather than inches), which is an exception in Western aviation.
This type of aircraft has been used for many years as a graduation aircraft for training pilots at the Sasovo Flight School of Civil Aviation (Ryazan region).
Pre-flight preparation. Stanislav Sklenarz is the chief test pilot of the plant.
Under the wing of an airplane, a view of the river. Morava and the town of Uhersky Ostrog
Aircraft L-410 UVP-E20 for French Guiana.
Airplanes for exotic countries often have bright, memorable colors.
Leaving with a turn
Practical ceiling - 8000 meters
Approaching the runway.
The L-410 aircraft can land both on a paved runway and on grass, soil and snow. UVP in the name of the aircraft means the Russian abbreviation “Shortened Takeoff and Landing,” which also recalls the Russian roots of the aircraft.
Castle Novy Svetlov (1480), Bojkowice.
The medieval Gothic castle Buchlov (13th century) is located 10 km from Kunowice.
Buchlov Castle is one of the most beautiful castles in South Moravia – the south-eastern region of the Czech Republic.
Velehrad Monastery (XIII century) is one of the main pilgrimage churches in the Czech Republic.
In 863 - 866 Christian saints Cyril and Methodius lived and preached in the city of Velegrad.
A prototype of the L-610M aircraft in Staroe Mesto, installed for viewing at the entrance to the city.
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The Let L-410 Turbolet airliner was born in the late 60s thanks to Czechoslovakian aircraft engineers from the Let company. This aircraft was to be used only by local airline companies; the main customers of such aircraft were the USSR. Let L-410 Turbolet was also supplied to Bulgaria, Brazil, Hungary, East Germany, Libya, and Poland.
The aircraft began to be used for commercial purposes only in 1973 and acquired several interior modifications:
- L-410A – this model featured a new PT6A-27 engine.
- L-410M - this model had a more powerful M-610 engine installed.
- L-410UVP - in this modification the wings, fuselage and fin were lengthened, produced from steel in 1979-89.
- L-410UVP-E – this model had five-blade propellers installed, and two fuel tanks with a capacity of 200 liters were also added. They were installed at the ends of the wings.
If we go deeper into history, the melon plane was rebuilt for military aviation; it served not only to transport soldiers, but also for special purposes. In total, about 1,100 airliners of various configurations were produced, most of the aircraft were sent to the Soviet Union, there are up to 800 L-410 aircraft. Serial production of the Let L-410 Turbolet airliner was discontinued in 1991, despite this, several aircraft were produced to order in the 2000s.
Also, thanks to its shape, the plane was nicknamed “Cheburashka.” Because of its large blades located above the cabin, it looked like a well-known Soviet cartoon character.
Characteristics of Let L-410 Turbolet
The length of the aircraft was only 14 meters, and the wingspan reached 20 meters. He could lift up to 6600 kilograms into the air. The weight of the aircraft itself was 4,150 kilograms. The maximum flight range reached 1540 kilometers, but when fully loaded it decreased significantly. The airliner has only one economy class, it has 19 seats, the width of the cabin itself is 1.92 meters.
The plane has very good reviews, the percentage of positive reviews about this aircraft is 85 percent, and 15 percent are neutral reviews, but not a single passenger speaks negatively about it, which indicates the high quality of the plane and the flight in it.
Cabin of the Let L-410 Turbolet aircraft
The seats on this plane are arranged according to the 2+1 principle, which automatically makes the single row more comfortable than others, but the double row is perfect for flying in a group or for those people who cannot be without communication for the entire duration of the flight.
There are only two crew members on the airliner, the pilot and the flight attendant; due to the small number of passengers, she manages to pay attention to all her passengers, leaving no one unattended or without providing any service.
Due to the fact that the aircraft's wings are located at the top of the board, all passengers can enjoy the views from the windows without any difficulties, and their view from the window will not be blocked by the aircraft's wing or other parts of it.
If you look at the diagram of the aircraft, you can immediately determine the best places; the diagram of the aircraft will be presented below. You can see this for yourself. The plane has only 6 rows, but the seats under the letter "A" located on the right side of the plane have only five seats.
Not the best places
Row 1. It seems that it can be called the best row, but if we consider this row in detail, then it cannot be called the best row. Firstly, it is located close to the technical room, the light may be constantly on, and various noises can be heard from there during cooking or while using other equipment. Also, seat B in this row is located next to the partition, which makes it impossible to calmly stretch out your legs and enjoy the flight.
But this row also has its advantages: you will always receive food first, and thanks to this you will have a large assortment to choose from. You can also easily get to the kitchen to ask for something. And the main advantage of the first row is that you will not have to constantly collide with other passengers, and you will be the first to get out of the plane.
Row 6. It has only two seats, it is located on the wall, which is why it may not be possible to recline the seat back in order to fly in a comfortable position. You will also have to watch people constantly going to the toilet; it is possible that there will be a queue, and one of the passengers may lean on your seat, which will cause some discomfort. Also, unpleasant sounds may come from the toilet, but this is not the worst thing; there may be an unpleasant smell coming from the toilet, which you will have to put up with throughout the flight.
Row 5. The main disadvantage of this row is that it is located close to the restroom and along the way people will accumulate near your seats, waiting for their turn to use the toilet; also, an unpleasant smell may come from the toilet, which will cause a lot of inconvenience during the flight.
Best places L-410
The best seats include rows from the second to the fourth; the second row has all the privileges of the first row, but the noise and noise from the technical room will not cause you such inconvenience as the first row. The third and fourth rows are located in the middle of the cabin; technical rooms cannot in any way disturb their harmony during the flight. Since the toilet is quite far from them and the queue simply does not reach them, much less the sounds and smells from the restroom. The same can be said about the kitchen; they are also not bothered by noises and noises, thanks to this they can calmly enjoy flying in the L-410 airliner.
The crew performed a custom flight at the request of the Polar Expeditionary Expedition (P. Kuiga) along the route Batagai – Magan – Lensk – Kirensk – Irkutsk. There were two service passengers on board. There was no cargo on board, except for the personal belongings of the crew and passengers with a total weight of about 400 kg.
After arriving at the Kirensk airport at 12:37 Moscow time, the crew’s working time was 11 hours 45 minutes, including 6 hours 17 minutes of flight time. The crew, in violation of the flight crew work hours established by the instructions, decided to proceed to Irkutsk. Then, upon receiving information about the closure of the Irkutsk airport due to runway repairs, the crew postponed the flight and was sent by the air traffic controller to the dispensary. The appearance of the crew at the dispensary was not recorded. After the opening of the Irkutsk airport, navigational control of the crew, in the absence of the duty navigator who was on vacation, was carried out by the air traffic controller, who was not trained for this control.
After undergoing a meteorological consultation at 14:50, at 15:06, in violation of working hours, the crew took off from Kirensk to Irkutsk.
When establishing contact with the approach controller at Irkutsk airport, the crew did not report receiving information from the air navigation service (ATIS), and the controller did not require the crew to listen to it and report it. The approach controller gave instructions to descend from 3000 m to 2100 m. After passing the DPRM, the board was transferred under the control of the circle controller, who also did not request a report on receiving ATIS information, and the crew did not report on receiving this information and on the selected approach system. The circle controller gave instructions to descend to a transition level of 1,800 m. The descent took place in normal weather conditions at night.
At the transition level, in violation of the requirements of NPP GA-85, the crew did not set the pressure on the barometric altimeters to the airfield pressure (710 mm Hg) and did not report the airfield pressure setting to the controller. In turn, the circle controller, having not received the report, did not require the crew to confirm the pressure setting.
As a result, the altimeter readings, which remained at a standard pressure of 760 mmHg, differed from the true altitude by 510 m. At the command of the circle controller, the crew continued to descend to 900 m (according to the altimeter readings, the true altitude was 390 m), and performed a third turn , took 700 m (190 m true altitude) and continued the flight to the fourth turn. After the crew reported “235, on the fourth, 700 m,” the dispatcher gave instructions to communicate with the landing controller. The crew did not have time to confirm the command and end of communication. After 2 seconds, at 17:18:10, the plane touched the tops of trees 25-35 m high, located at an elevation of 163 m with a relative elevation above the airfield of 190 m (the threshold of the airfield runway above sea level is 510 m). The crew set the engines to take-off mode, but after 114 m there was a head-on collision with a tree trunk with a diameter of 35 cm (at the point of impact). The plane, descending along a straight trajectory and continuing to collide with large trees (trunk diameters 85-90 cm at the butt, height up to 35 m), stopped 312 m from the place of the first collision with obstacles, collapsed and partially burned. The accident occurred 21 km from the airport with an azimuth of 122° in the area of the fourth turn with MKpos = 297° (52°09’30” N, 104°39’40” E).
At the time of the disaster, the crew's work time was 15 hours 26 minutes, including 8 hours 30 minutes of flight time, which could have affected the safe outcome of the flight due to crew fatigue.
Actual weather at 17:27 – cloudiness 3 points cumulonimbus 1500 m, 10 points average, upper, wind 300° 9 m/s, visibility 10 km, lightning, tendency – hail, frontal thunderstorm, air temperature +21°С, pressure 711 mm Hg.
The cause of the disaster was a violation by the crew of flight rules, which resulted in failure to comply with the requirements of clause 7.6.9 of the NPP GA-85, regarding the installation of airfield pressure altimeters at the transition level, which led to a collision of the aircraft with the earth's surface.
The disaster was accompanied by the controller’s failure to comply with the operating technology, rules and phraseology of radio exchange in terms of failure to receive a message from the crew about receiving ATIS information, failure to issue them a command to listen to it and report on it, failure to receive from the crew the installation of altimeters at the level of transition to airfield pressure.
Among them is the Let L-410 aircraft. This is a versatile aircraft with two engines. It is used at short distances. There are only 19 seats in the cabin. It was developed at the Czech factory Let.
Turbolet Let L-410 is the full name of this aircraft. It is convenient because it can be landed on a variety of types of sites and runways - unpaved, snowy or not very long. It is used in military and civilian transport.
In the 60s last century In the USSR, the creation of a new type of aircraft that would be used on domestic and short routes was discussed. The first developments have begun at the Beriev Design Bureau. This is how the type appeared Be-30. At the same time, they began to design such a model in the Czech SSR.
The aircraft had to be economical, so they considered using turboprop engines rather than jet engines.
In 1969 The first tests of Czech aircraft began. They used American engines. By the end of the 60s was produced 31 aircraft.
In 1974 L-410M with Czech engines was presented. Five years later, a new, improved modification of this aircraft was released - L-410UVP. It differed from the previous ones in its elongated fuselage, large wings, and vertical tail.
It was certified in the USSR and began to be used
Other modifications to this model were also made. They have Takeoff and landing performance was improved and cabin noise was reduced.
The cockpit of the Let L-410.
Now they are used in flight schools for training in preparation for long-distance flights or military transportation.
After the collapse of the Soviet Union, attempts were made to restore the operation of the Let plant. Demand for the L-410 fell and production was slowed. The popularity of this model also decreased because the number of its participation increased. Total 106 cars was lost in this way with the total number of victims 406 people.
In 2013 The Ural Mining and Metallurgical Company bought a full stake in the plant, so three years later they decided to produce this aircraft again.
Technical characteristics of the L-410 aircraft
Its aerodynamic design is classical. It is a high-wing aircraft with two turboprop engines. Its tail unit is single-finned.
You can see a photo of the Let L-410 aircraft below.
The length of L-410 reaches 14.4 meters. Wingspan - 20 m. Aircraft height - 8 m. Its maximum take-off weight is 6,600 kg, and landing - 6,400 kg. Empty aircraft weight - 4,150 kg.
It can fly routes with a range up to 1,540 km, and with maximum load - up to 1,040 km. Its cruising speed is 310 km/h, and the maximum is 400 km/h.
The L-410 is flown by two pilots. The salon can fit from 15 to 19(the exact quantity depends on the modification).
Modifications of L-410
One of these types is L-410UVP. The last three letters indicate one of the characteristics of the L-410 aircraft of this modification - “short takeoff and landing”. This is a short-haul aircraft. He soared into the sky in 1976 first time. It was equipped with Soviet-Czech avionics.
The second common model is L-410NG. He has installed integral wing tanks. This made it possible to increase the capacity of the fuel system, which in turn influenced for flight range.
The engines develop more power, and the cockpit is equipped with avionics to new standards. The volume of the front luggage compartment has also been increased.
By 2017, they want to put this modification into mass production again.