Aircraft L 410 - produced in Czechoslovakia, is a passenger aircraft of a small class. It was developed back in 1966, and in 1969 the first test sample took to the skies. Through many improvements and upgrades, the aircraft received excellent specifications for its time. Let 410 began to quickly gain popularity and appeared on almost all continents.

The advantages of the L 410 then included: lightness and maneuverability, the ability to land on the ground, comfort and increased payload.

general information

The model was in great demand in the Soviet Union, however, with its collapse, and the collapse of the socialist camp as a whole, the L 410 was in danger of closing production. The situation was saved by the Ural Mining and Metallurgical Company, which bought half the shares of the manufacturer's plant and is investing in the modernization of the aircraft.

The most common version of the aircraft is L410UVP, which means "shortened runway". There are about 400 copies of this model in the world different countries peace. The Ministry of Transport of the Russian Federation plans to widely use the aircraft for domestic passenger traffic. Compared to the An-2, it had greater safety and comfort. Switching to the Czech model was very prestigious.

Having considered the modification of the L-410UVP, we note that it is possible to land on short runways, not only with asphalt, but also with unpaved surfaces. The aircraft was quite well operated on the African continent, under conditions of landing on unpaved roads or fields. The landing gear is not as strong as that of the Soviet AN-2, but, with its two engines, it is safely operated on any terrain where single-engine aircraft crash.

Also, L 410 was widely used as a simulator for cadets of military transport aviation schools of the USSR. In particular, this applies to the Balashov Higher Military Aviation School of Pilots, abbreviated BVVAUL, located in Saratov region. It was on this machine that the cadets made their first flights.

Aircraft characteristics

The L 410 has a tricycle landing gear with a nose strut. The complete assembly cycle is carried out by a Czech company. More precisely, here is the production line for all stages of aircraft construction.

The production version of the L 410 is equipped with 2 GE H80-200 turboprop engines.

The maximum flight distance is about 1500 km, and the duration is no more than 5 hours. The capacity of the liner is 19 people, not counting the two crew members.

1. Length - 14.42 meters;
2. Wingspan - 20 meters;
3. The height of the aircraft is 5.83 meters;
4. Weight without load - 4 tons;
5. Maximum speed - 335 km / h;
6. Tank capacity - 1680 liters;
7. Cabin width - 1.9 meters.

Fuel consumption

Another major advantage is the aircraft's fuel consumption, which is only 250 to 280 liters per hour.

Let 410 safety

The L-410 cannot boast of reliability - out of 1100 aircraft, almost 10% crashed, more than 400 people became victims. However, this is due to the fact that for almost half a century of existence, the aircraft has been operated in the most merciless way. If we talk about the modern model, it is more safe due to the latest technical solutions (autopilot, navigation system, collision avoidance system). The engines are also heavily modified.

Crash L410 in the Khabarovsk Territory

On November 15, 2017, an L410 aircraft with 5 passengers and 2 crew members crashed in the Khabarovsk Territory. As a result of the crash of the liner, 6 people died, only a child of about 4 years old managed to escape. An investigation was organized in which this moment two versions of what happened are being worked out - equipment failure and piloting error. The weather conditions were favorable. So far, the investigation is leaning towards the failure of the equipment, since the crew fought to the end for the aircraft. A representative of the manufacturer also joined the test.

The cost of the aircraft L 410

The cost of Let 410 in the latest modification reaches 2.4 million euros per unit. However, there are often private advertisements for the sale of this aircraft. The price tag on the secondary market of aircraft reaches about $ 1 million per copy, depending on age, flight time and condition.

How L-410 aircraft are made in the Czech Republic gelio wrote in December 4th, 2013

L-410 UVP-E20 - universal twin-engine aircraft Czech production for local airlines, accommodating 19 passengers. Designed for operation on unprepared unpaved, grassy, ​​snowy 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 a part of the Russian aviation industry: the grounds for this were laid during its development and during its long history of operation. As of 2012, more than 400 L-410s are in operation worldwide.

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 manufactures the aircraft according to the 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.

Workshop for the production of parts of the fuselage L-410. The enterprise is expanding and modernizing production - light green equipment is intended for the production of a new generation of aircraft L-410 NG (New Generation).
The production capacity of the plant is 16-18 new aircraft per year.
About 80% of aircraft are delivered 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

Press molding

Punching press

Design documentation - drawing of the spoiler

Wing spar fabrication on a 5-axis CNC milling machine.
In the production, Russian duralumin produced by OJSC Kamensk-Ural Metallurgical Plant is used. 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

Front wing assembly

Checking the quality of riveting on an aircraft wing

About 185,000 rivets of various types and sizes are used for one L-410 aircraft

Riveting work in the middle part of the fuselage

Installation of floor panels

Rear fuselage production

Manufacture of engine air intake part

Production of an air intake part 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 of aircraft L-410 UVP-E20. It is 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 lines for the production of new L-410 aircraft, in the second half there is a workshop for servicing aircraft coming out of service.

At the same time, about 10 aircraft are in the assembly shop. 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 to be shipped to customers.
Over the entire history of its existence, the plant has produced over 1150 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 the aircraft in the nose after the completion of the installation of electrical equipment

Assembling the emergency exit door

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

Installation of wiring harnesses

Installation of electrical wires on the wing of the aircraft in the area of ​​the engine nacelle

The AV-725 five-bladed propellers (Avia Propeller) together with the GE H80-200 engine make up the new power plant for the L-410 UVP-E20 aircraft. It has been installed since January 2013 on all new aircraft and is certified by EASA and the Russian AR IAC.
Young people in production are not uncommon, also due to the presence of their 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 assembly stage takes about 5 months - this is the most expensive part of production, so 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 completion of flight tests takes a little less than a year.

The cockpit of the aircraft L-410 UVP-E20.
The aircraft is fully equipped for instrument flight, has an advanced ground proximity warning system (GPWS) and airborne collision warning system (TCAS II). The L 410 is designed in the metric system (not in inches), which is an exception in Western aviation.

This type of aircraft has been used for many years as a graduation for pilot training at the Sasovo Flight School. civil aviation(Ryazan region).

Pre-flight preparation. Stanislav Sklenarzh is the plant's chief test pilot.

Under the wing of the aircraft view of the river. Moravu and the city of Uhersky Ostrog

Aircraft L-410 UVP-E20 for French Guiana.
Aircraft for exotic countries often have a bright, memorable coloring.

Leaving with a turn
Practical ceiling - 8000 meters

Runway entry.
The L-410 aircraft can land both on a hard-surfaced runway and on grass, soil and snow. UVP in the name of the aircraft means the Russian abbreviation "Short Takeoff and Landing", which also recalls the Russian roots of the aircraft.

Castle New Svetlov (1480), Bojkovice.

Medieval gothic castle Buchlov (XIII century) is located 10 km from Kunovice.
Buchlov Castle is one of the most beautiful castles in South Moravia, the southeastern region of the Czech Republic.

Velegrad Monastery (XIII century) is one of the main pilgrimage temples in Czech Republic.
In 863 - 866 years. the Christian saints Cyril and Methodius lived and preached in Velegrad.

The prototype of the aircraft L-610M in Staroe Mesto, installed for viewing at the entrance to the city.

Let L 410 "Turbolet" is a versatile nineteen-seat twin-engine aircraft for regional airlines. The aircraft with reduced takeoff and landing properties (UVP in the name L410 UVPE20 means the Russian abbreviation "Short takeoff and landing") was developed by the Let design bureau of the plant. It was intended for operation on grassy, ​​unpaved, snowy unprepared sites, as well as at airports with short lanes. Produced to date at the Czech factory Let. Other names: Turbolet, Let, L410, Let L410, colloquial - Elka, Cheburashka.

History of production and creation

The design of the aircraft began in 1966. For the first time, an experimental aircraft equipped with a Pratt & Whitney PT6A27 theater (2x715hp) passed flight tests on 04/16/1969. The regular use of L410A aircraft was the first to open at the end of 1971, the Czechoslovak aviation company"Slov Air" (Bratislava), which served local air lines - by the beginning of 1974, she had acquired twelve aircraft. A total of 31 aircraft were built. 5 aircraft (number 72010306 and number 720201) L410A with RT6A27 engines, built under the name L410AS by 1972, were transferred to the Soviet Union in 1973. The aircraft received Soviet registration numbers SSSR67251 - SSSR67255. The first of them was brought to the airfield by Frantisek Svinka, a Czech test pilot. The airfield people immediately called the pretty plane "Cheburashka".

In 1973, flight tests of the L410M aircraft, equipped with the Czech theater Walter M601A, started. L410M became the second serial variation of the "Turbolet". In total, by the end of 1978, one hundred L410M / MU aircraft were received for the Ministry of Civil Aviation of the Soviet Union.

In 1979, the production of an improved L410UVP modification began, which became the main production model. This aircraft differed from the previous versions by a longer fuselage, larger vertical tail and wing, the use of spoilers and a Walther M601V theater (2x730hp). This aircraft passed the certification program in the USSR and was taken into use by Aeroflot. Further development was the L410UVPE variant with more powerful TVDM601E. The first flight of such an aircraft took place on 12/30/1984. It has improved takeoff and landing characteristics and reduced noise level in the cockpit. In 1986 certified in the Soviet Union. A modification of the L420 was developed with powerful TVDM601 °F (2x778 hp), a larger take-off weight (6.8 tons) and improved flight properties (flight tests of the aircraft started in 1993).

By the beginning of 1992, 750 L410 aircraft remained in the Soviet Union.

It is used in military and civilian flight schools for preliminary training of future pilots of military transport and long-range aviation.

After the collapse of the Soviet Union and the CMEA in the 1990s, the demand for L410 aircraft fell, and their production rates decreased by more than ten times (from 50 aircraft per year to two to five). The situation has improved significantly since 2008, when a 51 percent stake in Let Kunovice (Aircraft Industries) was bought by the Russian company Ural Mining and Metallurgical Company. The production rate in 2010-2012 was eight to ten aircraft per year. They plan to increase the annual production rate to 16-18 aircraft.

In 2013, the L410 UVPE20 modification was made, equipped with analog or digital avionics (optional), TCAS system, autopilot. L410 UVPE20 has an ARMAC type certificate.

OJSC "Ural Mining and Metallurgical Company" in September 2013 acquired a 49 percent stake in LetKunovice (Aircraft Industries). UMMC thus became the sole owner of Aircraft Indistries, bringing the stake to 100 percent.

The aerodynamic design is a turboprop twin-engine high-wing aircraft with a single-fin tail unit.

Specifications L410 UVP-E20:

Length: 14.487m.

Height: 5.83m.

Wingspan: 19.478m.

Wing area: 34.86 sq.m.

Flight range: 1500 km.

Maximum speed: 395km/h.

Ceiling: 8000m.

Number of passenger seats: 19 seats.

Crew: 2 people.

Motor type: 2 × TVD GEH80200

Takeoff power: 2×800hp

Propeller type: 2×AVIA AV725.

Number of blades on the screw: 5.

Propeller diameter: 2.3m.

Weight of empty aircraft: 4050kg.

Maximum takeoff weight: 6600kg.

Mass of fuel in the main tanks: 1000kg.

Mass of fuel in end tanks: 300kg.

The crew performed a charter flight at the request of the Polar Geological Survey (Kuyga settlement) along the route Batagai - Magan - Lensk - Kirensk - Irkutsk. There were two service passengers on board. There was no cargo, except for the personal belongings of the crew and passengers with a total weight of about 400 kg, on board.
After arriving at the Kirensk airport at 12:37 Moscow time, the crew's working time was 11 hours 45 minutes, including flight time - 6 hours 17 minutes. The crew, in violation of the flight crew's duration of work established by the instructions, decided to proceed to Irkutsk. Then, upon receiving information about the closure of the Irkutsk airport due to the repair of the runway, the crew postponed the flight and was sent by the air traffic controller to the dispensary. In the dispensary, the appearance of the crew was not recorded. After the opening of the Irkutsk airport, the navigational control of the crew, in the absence of the navigator on duty, was carried out by the air traffic controller, who was not trained for this control.
Having passed a meteorological consultation at 14:50, at 15:06, in violation of the norm of working hours, the crew flew from Kirensk to Irkutsk.
When establishing communication with the Irkutsk airport approach controller, the crew did not report on the receipt of 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 instructed to perform a descent from 3000 m to 2100 m. After the flight of the LBM, the aircraft was transferred to the control of the circle controller, who also did not require a report on the receipt of ATIS information, and the crew did not report on the receipt of this information and on the selected approach system. The lap controller instructed to descend to the transition level of 1,800 m. The descent took place in simple 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 lap controller, having not received a report, did not require the crew to confirm the pressure setting.
As a result, the altimeter readings, at which the standard pressure of 760 mm Hg remained, 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), performed the third turn , took 700 m (190 m true altitude) and continued flying to the fourth turn. After the report of the crew "235, on the fourth, 700 m", the controller instructed to switch to communication with the landing controller. The crew did not have time to confirm the command and end the connection. After 2 seconds, at 17:18:10, the aircraft touched the tops of trees 25-35 m high, located at 163 m elevation with a relative elevation above the airfield of 190 m (the threshold of the airfield runway above sea level is 510 m). The crew gave the engines takeoff mode, but after 114 m there was a head-on collision with a tree trunk with a diameter of 35 cm (at the impact site). The aircraft, descending along a rectilinear trajectory and continuing to collide with large trees (trunk diameters 85-90 cm in the butt, height up to 35 m), stopped 312 m from the place of the first collision with obstacles, collapsed and partially burned out. The accident occurred 21 km from the airport with an azimuth of 122° in the area of ​​the fourth turn with MK=297° (52°09’30” N, 104°39’40” E).
At the time of the accident, the duration of the crew's work was 15 hours 26 minutes, including a flight time of 8 hours 30 minutes, which could affect the safe outcome of the flight due to crew overwork.
Actual weather for 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 accident was a violation by the crew of the flight rules, expressed in the failure to comply with the requirements of clause 7.6.9 of NPP GA-85, in terms of setting the airfield pressure at the transition level on barometric altimeters, which led to a collision of the aircraft with the earth's surface.
The accident was accompanied by the controller's failure to comply with the work technology, rules and phraseology of radio exchange in terms of not accepting a message from the crew about receiving ATIS information, not issuing a command to listen to it and report on it, not receiving from the crew about setting altimeters at the level of transition to airfield pressure.

The L 410 UVP-E20 / L 420 aircraft, which is the latest and most modern successor of the illustrious L 410 series aircraft, is a well-proven 19-seat turboprop small passenger aircraft with excellent technical parameters and operational reliability, ease of operation and simple maintenance. service.
My first acquaintance with this aircraft took place in Kamchatka. It was very actively used on local airlines. He also flew to the Commander Islands. About this somehow separately. Childhood....

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general views

The L 420, which is an FAA certified variant of the L 410 UVP-E20

At the beginning of 2010, there were 69 L-410s in the register of the Civil Aviation of Russia, 12 of them were in operation. In 2009, Aircraft Industries delivered 4 L-410s to Russia: two for the Sasovo Civil Aviation Flight School and two for private clients. In 2010, Petropavlovsk-Kamchatsky Aviation Enterprise acquired three L-410s. Currently, the Czech company manufactures aircraft by order of the Russian Ministry of Defense.

A small trunk, like all twin-engine. Also, there can be a weather radar antenna and other joys.

The prototype of the engine standing here was the same ageless PT-6A

Engines
Manufacturer GE Aviation Czech s.r.o.
Model M 601-E (L 410) / M 601-F (L 420)
Maximum takeoff power 560 kW - 751 SHP (L 410) / 580 kW - 751 SHP (L 420)
Maximum continuous power 490 kW - 657 SHP

propellers
Manufacturer Avia Propeller
Model V 510
Number of blades 5
3,000 flight hours between overhauls

American engine manufacturer GE Aviation announced the signing of a five-year contract for the supply of M601 and H80 engines to the Czech aircraft manufacturer Aircraft Industries. These engines will be supplied to the L-410-UVP-E20 turboprops being assembled in the Czech city of Kunovice. The Czech company expects the production of this 19-seat twin-engine aircraft for local airlines to exceed 10 units per year in the coming years.

The M601 is already in use on the L-410. The H80 engine is its improved modification, which will allow the aircraft to operate in hotter conditions and at higher altitudes. Aircraft Industries plans to certify the L-410 with the new engine in mid-2012. After that, owners of versions of the aircraft with the same power plant will be offered a remotorization on the H80.

bow stance

main rack

Windshield

I have always been struck by the windshield in this plane. Outwardly, it looks like an armored car.

climbed inside, it’s interesting, but is this option for opening the door most likely not suitable for dropping paratroopers? And who will let them, paratroopers, into such a salon :-)))

Here is the salon. In my opinion, it is much more comfortable than the cabin of many business jets. Nothing hangs over your heads here.

Now let's go to the cockpit:
Radio navigation and radio communications
Flight parameters display 2 sets
AHC-1000A, heading and position computer 2 sets
Air signal calculator 2 sets
NAV/COM/GPS 2 sets
MKR 1 set
ADF 1 set
AHRS position and heading system 2 sets
DME 2 sets
Intercom and local public address system 2 sets
Repeater I 1 set
Repeater II 1 set
Flight information recorder 1 set
Emergency beacon 1 set
Voice recorder in cockpit 1 set
Weather radar 1 set
EGPWS 1 set
AMS2000 1 set
The pilot needs to make his way to the workplace not between the seats as usual, but along the edges of the cabin. This effectively makes it impossible for one person to fly the aircraft. Not everything can be reached from one of the chairs.

instrumentation
Airspeed indicator - standby 1 set
Barometric altimeter - back-up 1 set
Artificial horizon reserve 1 set
Magnetic compass 1 set
Torque indicator 2 sets
Gas generator speed indicator 2 sets
Propeller RPM indicator 2 sets
Temperature gauge between turbines 2 sets
Three-point pointer 2 sets
Fuel gauge (main tank) 2 sets
Fuel quantity indicator (tank at the wing) 2 sets
Flow meter pointer 2 sets
Outside temperature gauge 1 set
Double air temperature gauge 1 set
Clock 2 sets
larger

top panel

Possible additional options:
HF Transceiver
TCAS II
Autopilot
For me, it's always a mystery, why not put the same autopilot on such planes right away?

central panel

kvsa place

steering wheel

general view, here they squeeze

workplace of the 2nd pilot

and now some flights from Bolshoi Gryzlovo

Aircraft are used mainly for dropping paratroopers. They have, in addition to just a couple of blisters on the sides.

led, here you can look at the L410 in comparison with our An-28 (it is a little behind)

so they will fly? :-)) And the black at the tail, is it so that paratroopers beating against the tail unit do not dirty the fuselage?

takeoff

break at the end

planting in the grass

still landing

Modifications:
L-410 prototype, three built.
L-410A first series with Pratt & Whitney PT6A-27 engines.
L-410AB four-blade propeller version.
L-410AF aerial photography version for Hungary.
L-410AG with modified equipment was not built.
L-410AS test aircraft, supplied to the USSR. five built
L-410M second series with Walter M601A engine.
L-410AM version with improved M601B, also known as L-410MA or L-410MU.
L-410UVP is the third series, thoroughly modernized. Increased wingspan by 0.80 m, M601B engine, higher horizontal stabilizer.
L-410UVP-S variant of the VIP cabin with a door that swings up (as on our plane)
L-410UVP-E aircraft equipped with M601E engines, five-bladed propellers, additional fuel tanks in the wingtips. The L 410 UVP-E20 variant is this type certified aircraft under FAR 23 (Amendment 34) and type certified in the Czech Republic, Denmark, Germany, Sweden, Indonesia, Philippines, Argentina, Brazil, Russia, Cuba and Chile. Following the introduction of new European Aviation Safety Agency (EASA) regulations, the aircraft also received a full type certificate valid in all EU countries (EASA) .
L-410FG Photogrammetry version based on L-410UVP
L-410T UVP transport variant with large cargo door (1.25 m × 1.46 m), can carry 6 stretchers like a medical plane plus a doctor or 12 paratroopers. Or 1000kg cargo in containers.
L-420 L-410UVP-E upgrade - new engine M601F, Let-420 US FAA certified variant of L 410 UVP-E20.

L-410 has been produced since 1969; now in operation, according to the manufacturer, there are more than 540 aircraft. Since 2008, Aircraft Industries, formerly known as LET Kunovice, has been 51% owned by the Russian Ural Mining and Metallurgical Company (UMMC).

Dimensions
outdoor
Wingspan 19.98 m
Length 14.42 m
Height 5.83 m
Internal
Max. cabin width 1.96 m
Max. cab height 1.66 m
Passenger cabin volume 17.90 m3
Number of passengers 17/19 seats
Passenger door dimensions 0.8 x 1.46 m
Cargo door dimensions 1.25 x 1.46 m

Weight
Max. takeoff weight 6 600 kg
Max. landing weight 6 400 kg
Max. weight without fuel 6 000 kg

Power
Maximum cruising speed 386 km/h TAS 208 kTAS
Maximum flight range (ISA, 45 min reserve) 1,400 km
Cruise altitude 4,200 m
Maximum working height 6,100 m
Takeoff distance up to 35 feet
ISA, SL, MTOW 565 m
ISA+15°C, SL, MTOW 655 m
Landing distance from 50 feet
ISA, SL, MLDW 503 m
ISA+15°C, SL, MLDW 520 m
Single engine ceiling (ISA, 95% MTOW, climb speed 50 fpm 4380 m
Climb ratio at S/L both engines 6.6 m/s
Climb ratio at S/L single engine 1.7 m/s
Power plant - 2 x Walter M610E turboprop,
5-bladed propeller AVIA (V510)
Max. takeoff power 560 kW 751 hp
Max. continuous power 490 kW 657 hp
Crew 2 pilots