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 “off-road” aircraft.
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:
Punching Press:
Manufacturing of the wing spar on a 5-axis CNC milling center. Russian-made duralumin is used in production. 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.
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 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.
Aircraft Assembly Conveyor L-410 UVP-E20. 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 aircraft luggage compartment 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. Bow luggage compartment doors open:
Installation of avionics in the cockpit. Avionics traditionally include devices from Russian manufacturers:
Installation of electrical equipment in the aircraft cabin:
Installation of electrical wiring harnesses:
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 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 company representative from Prague:
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 flight and has an advanced Ground Proximity Warning System (GPWS) 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 Sklenarzh - 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 - 8,000 meters:
Approach to 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:
Let's L-410 Turbolet – twin-engine turboprop aircraft for local airlines. Produced by the Czech company LET since 1971.
Story
Within the framework of CMEA - the Council for Mutual Economic Assistance, which existed from 1949 to 1991, Czechoslovakia, as one of the founders of the organization, had the prerogative of creating small aircraft and air taxis. Having serious industrial potential, it produced several types of small aircraft and supplied them to dozens of countries both inside and outside the socialist camp (including the USA). But, by the mid-1960s, the decision was made to create a small regional aircraft, much larger in comparison with the rest of the line.
Development of the aircraft began in 1966. The first prototype aircraft, equipped with the Pratt & Whitney RT6A-27 turboprop engine (2 x 715 hp), began flight testing in 1969. Regular operation of L-410A aircraft at the end of 1971 was first opened by the Czechoslovak airline Slov Air from Bratislava, serving local airlines - by the beginning of 1974 it received 12 aircraft. A total of 31 aircraft were built. Five L410A aircraft with RT 6A-27 engines, built by the end of 1972 under the designation L-410AC, were transferred to the USSR the following year.
In 1973, flight tests of the L410M aircraft, equipped with Czech Walter M 601A theater engines, began. L-410M became the second serial modification of the Turbolet. In total, by the end of 1978, 100 L-410 aircraft of the M/MU version were received for the USSR Ministry of Civil Aviation.
The LET L-410 Turbolet is the workhorse of regional aviation. Skyships channel video
In 1979, production of an improved modification L-410UVP began, which became the main production model. The fuselage, wing and empennage were modernized, and improved Walter M 601 B engines (2 x 730 hp) were installed. This aircraft passed the certification program in the USSR and was put into operation.
A further development was the L-410UVP-E variant with more powerful M 601 E turboprop engines. It has improved takeoff and landing characteristics and reduced noise levels in the cabin. In March 1986 it was certified in the USSR.
Exploitation
From the start of operation in 1971 until 2009, about 1,130 L-410s were produced, most of which went to the USSR. In Russia in 1992, there were 750 aircraft of this type on the wing. As of 2006, more than 300 L-410 aircraft remain in operation around the world.
Used in civilian and military flight schools for preliminary training of future long-range aviation and military transport aviation pilots.
With the collapse of the CMEA and the USSR, the production volume of the L-410 dropped significantly, however, the aircraft continue to be produced. At the moment, Let is owned by the Russian UMMC (OJSC Ural Mining and Metallurgical Company).
The crew performed a custom flight at the request of the Polar Expeditionary Expedition (Kuiga settlement) 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 hours were 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.
The all-metal high-wing aircraft L 410, produced in series, is equipped with two GE H80-200 turboprop engines and is designed for the transport of 19 passengers, cargo or for specific purposes. Aircraft of the L 410 family are operated in more than 50 countries on five continents, with the majority delivered to Russia, as well as Africa, Southeast Asia, South America and Europe. To date, more than 1,300 aircraft have been produced. The L 410 UVP E20 model is currently being produced, which is the most advanced version of the previous L 410 series of aircraft, known for its outstanding properties and has a number of advantages:
- Lowest operating and maintenance costs in its category
- Unsurpassed endurance and proven reliability in extreme conditions
- Reliable operation on short unpaved runways (STOL) and in extreme weather conditions
- Unique engine traction properties at high temperatures and low pressure
- Versatility and passenger comfort
- Equipment variability with installation of special options
- Superior Security Options
- Large luggage compartment
- Has the most spacious cabin for passengers in its category
Main characteristics of the aircraft after engine remotorization on GE H80-200:
- Increased flight range by 1,520 km (820 NM)
- Increased power when operating in extreme conditions and high mountain areas, maximum power will remain up to 36°C
- Reduced fuel consumption
- Reducing take-off distance by 503 m
- Increased flight duration to 5.1 hours.
L 410 aircraft have been in production for over 40 years and their safety is truly excellent. Owners and operators from various regions of Europe, Asia, Africa and America appreciate our aircraft's excellent thrust performance at high temperatures and low air pressure, as well as exceptional short take-off and landing (STOL) capabilities.
Their massive and durable design and ability to operate in extreme climatic conditions in the temperature range from -50°C to +50°C are especially appreciated. The aircraft's robust fuselage and unique design provide ample opportunities for its operation both in the scorching heat of the deserts of Africa and Latin America, and in the coldest areas of the world.
L 410 aircraft feel at home both when operating in the Sahara Desert and in the Siberian tundra. The aircraft have already proven reliable operation in an exceptionally wide range of climatic conditions, from the dusty and dry African savannahs to the rainforests of Latin America, as well as when taking off from sea level or hot alpine regions. The aircraft are already successfully operated in many countries and regions around the world.
With its unique landing gear, the aircraft can be operated anywhere, and only needs a few meters of strip with a minimum strength of 6 kg/cm2 (85 lb/in2), i.e. it can also land and take off from wet short grass runways.
The L 410 UVP-E20 is certified under FAR 23 (Amendment 41) in its category and has received type approvals in the Czech Republic, Denmark, Germany, Sweden, Indonesia, the Philippines, Australia, Argentina, Brazil, Russia, Cuba and Chile. After the establishment of the European Aviation Safety Agency (EASA) the aircraft received a full type certificate EASA and FAA(US Federal Aviation Administration). The aircraft has also been approved for operation in many other countries such as Algeria, South Africa, Kenya, Tanzania, Uganda, Tunisia, Colombia, Venezuela, South Korea, India, etc.
The L 420, an FAA certified variant of the L 410 UVP-E20, is certified to FAR 23 (Amendment 41) and has received type approvals in the Czech Republic, USA, Australia and Indonesia, as well as a full EASA type approval.
In order to ensure exceptional flight safety and maximum customer satisfaction, LET has always paid special attention to continuous development, product quality and after-sales product support.
All current customers are satisfied with the exceptional reliability with which the aircraft can be prepared for departure, the amazing passenger comfort and cost efficiency, and the manufacturer's ability to provide and provide full service support in a timely manner.
L 410 aircraft are used by airline and air taxi companies, as well as many government agencies around the world.
The wide oval fuselage with 17.9 m3 (632 cu ft) of cabin volume provides the highest level of passenger comfort in a standard small passenger aircraft, while also providing maximum versatility for the aircraft's use in a variety of other applications and special missions. The aircraft can be produced in such versions as executive, cargo, ambulance, dispensary, landing, photogrammetric, maritime patrol and surveillance, etc.
The L 410 aircraft is the ideal technical and best economic solution for air transportation of passengers and cargo over short distances, as well as an ideal air base for many other special missions, such as the VIP version, air ambulance, patrol and surveillance, photogrammetry, landing, etc.
The L 410 aircraft represent the ideal combination of first-class technical parameters and economic operation for the transport of passengers and goods over short and medium-long distances.
TASS DOSSIER. On November 15, 2017, the passenger plane Let L-410UVP-E20 Turbolet of Khabarovsk Airlines, flying along the route Khabarovsk - Nikolaevsk-on-Amur - the village of Nelkan (Ayano-Maisky district of the Khabarovsk Territory), made a hard landing 2 km from its destination. Six people were killed, including two crew members. One child was saved.
The editors of TASS-DOSSIER have compiled a chronology of crashes of L-410 aircraft in Russia. In total, from the end of 1991 to the present day. V. There were five crashes of aircraft of this type on the territory of the Russian Federation (excluding the emergency on November 15, 2017). A total of 41 people died in them.
April 4, 1992 aircraft L-410UVP (registration number RA-67130) of Kamchatavia Airlines, flying from Petropavlovsk-Kamchatsky to Baykovo (Sakhalin region), crashed near the destination airport. There were 12 people on board - two pilots and 10 passengers. The crew violated the approach pattern, the plane collided with the ground 5 km from the runway. A detached propeller severed the fuselage behind the cockpit, killing one of the passengers and injuring two others. The power elements of the aircraft were significantly damaged.
August 26, 1993 in Yakutia, the aircraft L-410UVP-E (registration number RA-67656) of Sakha-Avia airlines, flying along the route Kutana - Chagda - Aldan, crashed while landing at the last point of the route. There were 24 people on board - two pilots and 22 passengers, all of whom died. The commission that investigated the crash found that the aircraft was heavily overloaded. Its landing weight exceeded the maximum allowable by 550 kg, this changed the balance of the aircraft when the crew began to lower the flaps, causing the aircraft to stall and collide with the ground. The pilots who decided to carry out the flight despite significant excess takeoff and landing masses, as well as with the aircraft’s rear alignment being too high, were found guilty of the emergency.
January 20, 1995 aircraft L-410UVP (registration number RA-67120) of the Abakan airline, flying flight 107 on the route Krasnoyarsk - Abakan, crashed during takeoff at Krasnoyarsk Yelizovo airport. The plane was unable to gain altitude, collided with trees and crashed 930 m from the runway. There were 19 people on board - two pilots and 17 passengers. Both crew members and one passenger were killed, 13 people were injured. The cause of the accident was the overload of the aircraft, the failure of the right engine and the erroneous actions of the crew during takeoff with one engine running. The maximum permissible take-off weight of the aircraft was exceeded by 278 kg due to the fact that Yemelyanovo airport staff and crew accommodated four passengers with luggage in the cabin who did not have tickets for the flight.
March 1, 2003 a private aircraft L-410UVP (registration numbers RA-67418, FLA RF-01032), performing flights to parachute athletes, crashed near the Borki sports airfield in the Kimry district of the Tver region. There were two crew members and 23 parachutists on board (despite the fact that the maximum allowable number of parachutists in this cabin configuration is 12). The permissible take-off weight was exceeded by 618 kg. When during the flight the parachutists headed for the exit at the rear of the aircraft, the alignment was disrupted, the aircraft went into stall mode and, due to undesigned overloads, fell apart in the air. 11 people died - both crew members and nine athletes. 14 people were able to leave the plane and land on their own using parachutes, while four suffered fractures.
July 22, 2012 aircraft L-410UVP (registration number RF-00138) DOSAAF Russia crashed at the Bolshoye Gryzlovo sports airfield (Serpukhov district, Moscow region). The aircraft was landing on a dirt runway after a group of paratroopers had landed. The aircraft's front and left landing gear broke, resulting in significant damage to the cockpit and lower fuselage. There were only two crew members on board, both were hospitalized in serious condition. The aircraft commander died from his injuries on July 24, 2012, the co-pilot died in the hospital a month and a half later, on September 6, 2012.
Let's L-410
Let L-410 Turbolet is a multi-role twin-engine turboprop aircraft for local airlines. Developed in the 1960s. in the design bureau of the Let Kunovice plant (Kunovice, Czechoslovakia, now the Czech Republic). It made its first flight on April 16, 1969, is now produced by the Czech company Aircraft Industries (owner - the Russian Ural Mining and Metallurgical Company), in total more than 1.1 thousand copies of various modifications were built, of which 862 were delivered to the USSR. The most modern modification, L-410UVP-E20, is capable of transporting up to 19 passengers or 1 thousand 800 kg of cargo over a distance of up to 1 thousand 500 km. In 2016, Aircraft Industries sold nine L-410 units in the Russian Federation, and 11 more units were planned for delivery in 2017. The option of deploying serial production of the aircraft at the Ural Civil Aviation Plant (Ekaterinburg) is being explored.
In total, at least 117 such vehicles were lost during operation, and more than 420 people died in 106 accidents.
"Khabarovsk Airlines"
"Khabarovsk Airlines" is a regional state unitary enterprise engaged in transportation in the Khabarovsk Territory. Operates the following aircraft: An-24 (2 aircraft), one Yak-40 and An-26 each, as well as four L-410UVP-E20 2013-2015. release (registration numbers - RA-67035, RA-67036, RA-67040, RA-67047). For the airline, the disaster on November 15 was the first in its history.
