LN-ADA, Technical and Operational Presentation L-29, Undressed (en)

8/8/2019 LN-ADA, Technical and Operational Presentation L-29, Undressed (en)

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1Russian Warbirds of Norway, 2008

LN-ADA,

Technical andOperational

Presentation

18. December 2008


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L-29, undressed


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Plane

EngineFuel System

Hydraulic System

Oil system

Electrical System

Pneumatic System

Oxygen System

Pressure Cabin

G-suit

Fire Warning/ExtinguisherELT

Normal Procedures

Emergency Procedures

Contents


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Basic information

Normal procedures, emergency proceduresCockpit familarization

Operational experience

Background for course

... Read Flight Manual

... Sit i cockpit

... Fly with instructor

Extended knowledge

Study diagarams and drawings in technical manualsWash the plane and attend maintenance

This gives a deeper understanding and more respect

This course material containes more information than just

from the Flight Manual. The contents is written to

represent the current modification status of LN-ADA and

the norwegian FAA rules. This could easily be modified to

suit other use.


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PLANE


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Built up by 4 bulkheads

ContainsNose wheel

3 oxygen bottles

4 pneumatic bottles

Battery

Lid

IFF - removed in LN-ADA

Hatch for filling

Nose Section

Mounted to the cockpit section

Shimmydamper

Nitrogen spring, oil shock absorber

150 km/t speed limitation!

Up and down locks

Oxygen

Pneumatics


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Bult up by bulkhead #3-10. Pressurized part of the plane

Contains cockpits, instruments, floor, ejector seats, windshield, canopies

Cockpit Section


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Centre Section

Mounted to wing spar

Nitrogen spring, oil shock absorber

Up and Down lock

3 wheel doors

Cylindrical

Bulkhead #11-19, 24 stringers

Firewall

Wing spar at 40% chord

Aft and rear auxiliary spar

8 main ribs + auxiliary ribs

Steel

plates

One piece (fuse and center wing)

Contains fuel tanks, air intake, main gear, engine

mount and inner flaps

Two tanks built up by welded

metal. Contains upside-down

reservoir.


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Hollow, can be removerd (pulled off, engine remains on centre section)

Contains air brakes, skid and ELT

Aft Section

Bulkhead 20-33, 24 stringers

Detachable tip with light

Skid with shock absorber

Hits ground at AOA>12


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Aft Section


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Outer Wing Panels

Contains ailerons, outer flaps

Mounts for underwing stores Static and dynamic balanced.Two hinges

Wing Spar + forward and aft auxiliary spars.Wing Rib # 9-20 + auxiliary ribs

Three mounting points to wing centre section


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Aerodynamic controls


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ENGINE


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Maximum thrust 890 kg

Maximum RPM 15.400 rpm

Weight 330 kg (excluding components, air intake, exhaust pipe)

Diameter 0,9 m

Length 2 m

Single sentrifugal compressor and turbine on the same axle

7 Combustion Chambers

Compression 4.3 : 1Maximum Air Flow 16,9 kg/s

Main data, Walter M-701


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Spark plug

Mount for hydraulic

PumpMount for

RPM-sensorFuel pump

Mount for

generator

Starter

Startercontroll

Oil Filling

The grey spark plug wires on the

picture are not placed correctly!

Main Components Walter M-701


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Static Engine Parts

Starter

Intake housing

Magnesium alloy

Mount for starter

Oil tank on underside

Mount for engine driven components

(generator, fuel pump, hydraulic

pump, RPM indicator)

Compressor housingSilium

28 diffusor vanes

Forward mount of combustion

chambers

7 combustion chambers with

interconnections.

Two spark plugs

Nozzle ring box

Aft mount for combustion chambers

47 nozzle guide vanes

Nozzle box

Chrome-nickel steel

Support structure

Exhaust pipe

Heat resistant steel

Covered by thermo blankets

4 thermostats for fire warning


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Rotating Engine Parts

Compressor

Centrifugal type

24 blades

Main axle

Chrome-Nikkel-Vanadium

Turbine

61 turbine blades

Blades in Chrome-Molybden-

Vanadium

Disc in Cobalt-steel

On the forward side of the compressor

a gear transmission to the engine

driven accessories is placed.

This is drawn in the next slide.


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Drive to auxililary components

Starter

Generator

Turbine axle

Oil Gear pump

Fuel Pump

RPM-meter

Hydraulic Pump

Reduction gear

for starter


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Engine Instruments

Oil Pressure and

Temperature

Exhaust Gas Temperature

Tachometer

EGT is measured in the tailpipeat four locations


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FUEL


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Internal fuel capacity is 1.030 litres in two inter-connected tanks.The drop tanks contains 150 litres each.

The tank gauge in the cockpit only indicated contents ofinternal tanks.

Fuel usage (scheduling) from tanks is automatic, and cannot be altered from

the cockpit.

If fuel is carried in the drop tanks, this will be used when the contents of the

internal tanks is down to 7-800 litres. This is observed in the cockpit by the

tank gauge being static for the duration of the drop tanks. When drop tanks

are empty, a light illuminates on the Caution&Warning panel and the tank

gauge continues to decrease.

Fuel


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Fuel controls and instruments consists of:

- Fuel pressure gauge

- Fuel quantity gauge

- Switch for electrical fuel pump

- Warning light 200 litres remaining

- Isolation switch

- Fuel cock

- Fire cock

Fuel Controls and Instruments


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Switch for

electrical fuel

pump

(Engine)

Fuel Gauge

Fuel Pressure



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Fuel Cock

Fire Cock

Warning light, 200 litre

remaining

Isolation Switch



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L-29 has the following typical fuel flows:

1000 l/t at full power at low altitude

450 l/t at cruise (87 %) at 5.000 feet

330 l/t at cruise (91 %) at 20.000 feet

100 litres is consumed before airborne

400 litres remaining must be regarded as a return-home-level at local flights75 litres is consumed in a typical landing pattern.

200 litres remaining is the leas allowable fuel level, only to be used in the

pattern.

A typical training flight of 1 hour involving some aerobatics typically

consumes 650 litres.

The Flight Manual has several graphs of fuel flows to be consulted for exact

figures of the above general numbers.

Fuel Flow


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Welded metall

Reservoir for inverted flightInner stiffeners

Fuel Tanks


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Simplified Diagram

P

LP

Forward tank

670 l

Aft tank

360 l

Tank gauge

Float valve

Excessive

fuel

To High

Pressure

system

Omitted

Vents

Electricals

Draining

Refilling

P

One-way valve

Pressure Sensor

Filter

Pump

Closing cock

Valve

Fuel

Pressurized air from engine

Pressurized air from pneumatic

system

P

Drop

tank

150 l

Drop

tank

150 l


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P

LP

Forward tank

670 l

Aft tank

360 l

Tank gauge

Float valve

P

Drop

tank

150 l

Drop

tank

150 l

Simplified Diagram with pictures


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Simplified Diagram

Omitted:

Discharge system

Duplicate burner manifolds

Fuel

Servo Pressure

Air pressure from inlet

Closing cock

A

B

T Throttle valve

AksellerasjonskontrollBarostat controll

Pump

HP

T

A

FromLow-

Pressure

system

BStart ControllRPM limiter

Isolation Valve

P


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Simplified Diagram with pictures

HP

T

A

FromLow-

Pressure

system

BStart ControllRPM limiter

Isolation Valve

P


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Drop tanks

Manal dropping of

tanks

Switch controls light (in other

words only a convenience

function)

Arming of automatic drop

function (manual is always

armed!)

Light indicates that droptanks are empty, or that

there is not sufficient air pressure to transfer fuel

to main tanks.

Light indicates

that droptanks

are connectedd (if

swithc is on)


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The picture shows the engine right under-side.

Main and

duplicate

burnermanifold

Two fuel linesto collector

rings

HP fuel shut

off valve

(the lever

beside thethrottle)

Fuel System Components

Fuel Control

Spark plug

(one of two)

Combustion

Chamber


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The Hydraulic System in the L-29 operates:

Flaps

Landing Gear

Air Brakes

Normal source of hydraulic power is an engine driven pump

Alternative (emergency) power soure is two tanks pre-charged with Nitrogen

Main Points


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Simplified Diagram, without emerg. part

P

Control valvefor air brake

Actuator forair brake

Control valvefor flaps

Actuatorfor flaps

Control valvefor gear

Actuator forgear

Hydraulic tank

6,7 l

Out

Down

Down

0,7 bar100 bar

Omitted:

Operation and sequence of gear doors

Electrical lines

Bake signal to wheels at retraction

Dual operatoin and instrumentation

Return lines

Test connection

PPressure Sensor

One-way valve

Valve

Actuator

Electromagnetic valve

Hydraulic pipe

Air pressure from engine

Hydraulic fluid

Air pipe

Refill

Pump

Pressure reduction valve

Filter


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Simplified Diagram, with Emerg. part

P

Emergencyvalve for flapsextension




Actuatorfor flaps


Actuator forgear

P1,3 l1,3 l

Emergencyvalve for gearextension

Hydraulic tank

6,7 l

Out

Down

Down

Pressuredump valve

Accumulatorrefill

0,7 bar

50 bar 50 bar

100 bar

Main Circuit

Emergency Circuit

Air pressure from engine

Hydraulic fluid

Nitrogen

Air

Omitted:

Operation and sequence of gear doors

Electrical lines

Bake signal to wheels at retraction

Dual operatoin and instrumentation

Return lines

Test connection

PPressure Sensor

One-way valve

Valve

Actuator


Refill

Pump

Pressure reduction valve

Filter


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P

Emergencyvalve for flapsextension




Actuatorfor flaps


Actuator forgear

P1,3 l1,3 l

Emergencyvalve for gearextension

Hydraulic tank

6,7 l

Out

Down

Down

Pressuredump valve

Accumulatorrefill

0,7 bar

50 bar 50 bar

100 bar

Hydraulic Indicators and Actuators


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Hydraulisk system, overview

Hydraulic

tank Hydraulicpump

Left Flap

actuator

Actuatorsfor Air

brakes

Left Main

Gear

Actuators

Nose wheel

actuator

Accumulators(emergency

pressure)

Valves for the

hydraulic circuits???


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Hydraulic components

Hydraulic

tankHydraulic

pump

Hydraulic

filter

One-way

valve and

filter forhydraulic

tank vent


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OIL SYSTEM


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Oil tank

3,5 l

T

Engine drivencomponents

Starter

Forward ball bearingGears to engine driven components

Aft ball

bearing

Omitted:

Filler and dip stick

VentilationGravity valves

Oil Sump

P

Oil Cooler

Pressure Sensor

Filter

Pump

Over Pressure ValveT Temperature Sensor

P

Simplified Diagram


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From Technical Documents

Circuit 1

Circuit 2

Return lines

Oil cooler

Oil filters

Oil gear pumps

Temperature and

pressure sensors

Over pressure valve


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ELECTRICAL

SYSTEM


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The electrical system in the L-29 consists of a battery that is charged by an

engine-driven generator.

The electrical system powers starter, radio, instruments, singals to the

flaps/gear/airbrakes, flap elevator trim, Caution and Warning panel, ignition,

fuel pump, lights etc.

The electrical system is controlled mainly by a panel of10 switches, a panel

of24 fuses and some other swithes around the cockpit.

A Volt/Amperemeter indicates the condition of the batteriet and currentflow.

Main Points


46/97


Generator

The generator har a 3kW capacity and is mounted in the 10 oclock position

(seen in the direction of flight) in front of the engine.

The generator is cooled by air directed from a scoop outside the fuselage.

The hot air is directed in a pipe with an outled above the exhaust pipe..

Cooling air in

Hot Air out


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Electrical Switches, Front Seat


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ADFRadio

AltimeterCaution &Warning

MainInverter

StandbyInverter

StabilizerMotor

LandingLight

UVLights

EngineIgnition 1

EngineIgnition 2

LP FuelPump

EngineStart

AirCond.

PitotHeat

GearActuator

FlapActuator

TurnIndicator

AttitudeIndicator

DirectionIndicator

PositionLights

ArmEject

CanopyJettison

Front V/AMeter

Rear V/AMeter

Fuse Panel, Front Seat


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Temperature

control in cockpit

Switches controls

cockpit lights

(ordinary and

infrared)

NOT used, since

LN-ADA flies VFR-

day only.

Change inverter (from main to

standby) if compass or artificial

horizon failes!


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Volt/Amperemeter

Negative value on the scale

indicates that the battery is

charged (ie charged at a higher

rate than used)

Press button to read the battery voltage

on the upper scale.

El i l S i h F S


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Taxi Light on the

nose wheel leg

Landing Light

extends from

underneath the left wing.

NOTE: Taxi Light can be usedas Landing Light

El i l DC d AC i


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Electrical DC and AC curcuits


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PNEUMATIC

SYSTEM

M i P i t


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The pneumatic system in the L-29 operates:

Wheel brakes

Canopy Sealing

Canopy Ejection

Fire Shut-of valve

Sequencer (blocking) of ejection seats

Normal source of power is four pressure tanks (orignially only two, but LN-

ADA has been modified with two extra tanks).

A separate system powers the aft canopy seal, and this has its own tank.

The systems is of the consumer type, and needs to be refilled on ground.Nitrogen is preferred, but this could be substituted by more readily available

air (which contains 78% Nitrogen).

Alternative (emergency) power source is to separate pressure tanks

Main Points

Si lifi d Di


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Simplified Diagram

P


Pressure Sensor

One-way valve

Filter

Distributor Valve

Refiller

Omitted:

Pressure testing

Brake signal as wheels are retracted

Dual instrumentation and operation

Main Cicruit

Emergency power

Valve

P

4 l

150 bar

Forward canopyejection

Fwd canopy seal

Left wheel brake

Right wheel brake

Fire cock

Forward seatejection blocking

Aft seat ejectionblocking

Aft canopy ejection

P

P

P

1,5 l

50 bar

P

Main Circuit 1

Main Circuit 2

Emcy. Power 1

Emcy. Power 2

Rudderpedals

Stick brake

Fire Cock lever

Emcy. brake

Seal handle

4 l

150 bar

1,5 l

50 bar

RefillValve

DrainValve

Aft canopy seal

P

1,3 l

50 bar Seal handle

4 l

150 bar

4 l

150 bar

50bar

3bar

8bar

3bar

Pressure Reduction Valve

M i Ci it 2


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Main Circuit 2

AFT Canopy Seal

P

1,3 l

50 bar Seal Valve 3bar

M i Ci it P t 1


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FWD Canopy Seal

Left wheel brake

Right wheel brake

Fire cock

P

P

Rudderpedals

Fire Cock Lever

Seal handle

Main Circuit, Part 1

P

4 l

150 bar

4 l

150 bar

RefillValve

DrainValve

4 l

150 bar

4 l

150 bar

Stickbrake

8bar

3bar

50bar

M i Ci it P t 2


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Main Circuit 1P

4 l

150 bar

Forward canopyejection

Fwd canopy seal

Left wheel brake

Right wheel brake

Fire cock

Forward seatejection blocking

Aft seat ejectionblocking

Aft canopy ejection

P

P

P

1,5 l

50 bar

P

Emcy. Power 1

Emcy. Power 2

Rudderpedals

Stick brake

Fire Cock Lever

Emcy. brake

Seal handle

4 l

150 bar

1,5 l

50 bar

RefillValve

DrainValve

4 l

150 bar

4 l

150 bar

50

bar

3bar

8

bar

Main Circuit, Part 2

Pne matic circ it o er ie


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Pneumatic circuit, overview

Ejection of canopies

(2 forward, 2 aft)

Pressure Boltles

(LN-ADA has two more..)

Left wheel brake

Emergency

brake handle

Emergencybottles ??


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OXYGEN

SYSTEM


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Oxygen system Overview


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Oxygen system, Overview

Tanks

Masks

Regulators

(dilutors)

Indicators

(pressure and

flow)

Diagram from Flight Manual


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Diagram from Flight Manual

Oksygen Control Panels are removed from LN-ADA!

Oxygen Tanks


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The oxygen tanks are arranged such that each cockpit has one bottle for use, and

the third bottle refills the two continuosly.

If one of the O2 circuits develops a leak, the other occupant will still receive oxygen.

Oxygen Tanks

RefillTo mask in

front seat

To mask in

back seat

4 l

4 l

4 l

One-way valce

Valve

In the backseat there is a valve to interconnect the

two system, in case one occupant has used all the airin his primary bottle as well as the third (shared)

bottle. The remaining O2 is then used by both.

Oxygen in Front Seat


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Oxygen in Front Seat

Air in

cockpit

Dilutor

valve

P

Main

valveEmergency

valve

From tanks P

Valve

Pressure Sensor

Pressure Reduced

Oxygen mask

P

Dilutor valve

Emergency Oxygen in Front Seat


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This valve is not found in the Flight Manual...

This is a replacement of the Emergency buttonin the removed oxygen panel in LN-ADA

By opening this, you will get Oxygen under pressure to the oxygen mask.

If you feel dizzy or feel tickeling on your skin, open this!

Emergency Oxygen in Front Seat

Oxygen in Aft Seat


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Emergency valve

(oxygen under

pressure)

Oxygen in Aft Seat

Diluter valve

Main oxygen valve for

aft seat

Valve interconnecting

(sharing) remaining

oxygen between

forward and aft seat

Pressure gauge

(oxygen contents)

Oxygen for ejection


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Oxygen for ejection

Splint is automatically pulled

during ejection to provide

oxygen to the mask from tank inseat during descent in chute.

Oxygen tank in the

seat package

Note that you can use thisoxygen as an extra

(emergency) source even if

sitting in the plane!


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PRESSURE

CABIN

Operation of Pressure Cabin


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First part of the movemement seales the

cabin. Further movement pressurizes thecabin.

If the handle is not moved completely aft

before opening the canopy, this will open

the canopy hinges!

Operation of Pressure Cabin

Needle in the blue half shows kabin altitude in meters

Needle in the red half showspressure differential

Sealing

Pressurizing

Height Limitations


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Height Limitations

BSL F 3-4 states that VFR flying is generally not allowed above Flight

Level 195, this being IFR. Since LN-ADA is registered as VFR-only (anddoes not comply with equipment list for IFR) this is an absolute

operational limitation.

BSL D 4-7 states thay you could fly up to 10.000 feet continously

without oxygen supply or pressure cabin, but exceed this altitude fora period of not more than 30 minutes but then never above 13.000

feet.

Generally, a pressure cabin will allow for a higher flying altitude by

maintaining a lower pressure altitude in the cabin.

The performance of the specific pressure cabin system will decide theoperational height limitations, in relations with BSL D 4-7.

So, what is the performance of the pressure cabin in the L-29 ??

Performance of Pressure Cabin


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With LN-ADA you can fly, with the pressure

cabin on, in an maximum altitude of ....

15.000 feet (4.500 meters) continously21.500 feet (6.600 meters) up to 30 min,

(being limited to VFR and Flight Level 195....)

With both oxygen masks and pressure cabin

on, you can fly for as long as you wish (fuel

limited) at Flight Level 195.

Lack of oxygen masks (or no use of) will not

generally put restriction on flying altitude for

other than max-range ferry flights.

Performance of Pressure Cabin

By reading in the Flight Manual...

Figure A1-5, ISA pressure:10.000 feet = 0,69 atmosphere

13.000 feet = 0,61 atmosphere

Fault Seeking


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Two good reasons for not getting any

cabin pressure differential:

Fault Seeking..

Forgot to seal aft canopy...

Pressure-dumping valve is not closed

Air Condition


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Whenever the pressure cabin is OFF, you can

use the air conditioning system in the L-29.

The effectiveness of the system can be

questioned, and on a hot day you may rather

turn this off and use the fresh air scoops for

cooling! (altitude permitting)

The air condition unit is located behind thefirewall in the 8 oclock position.

Air Condition

Speed Limitation


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Speed Limitation

BSL F 2-3 states a velocity limitation

of 250 knots (463 km/h) for any

flying below 10.000 feet.

Exceptions can be made in

controlled airspace, if given

permission (No speed restriction)

from Air Traffic Control250

Watch


76/97


Watch

P instrumentpanelet er det en mekanisk klokke med TO tidtagingsfunksjoner.

Klokken fungerer greit for ta tidspunktet for avgang og landing.

Tidtagningsfunksjonen fungerer utmerket til ha kontroll p turbintid!

Red button

operates clock and

upper stop-watch

that counts hoursand minutes.

Grey button

operates lower

stop-watch that

counts minutes andseconds.

The clock is wound by turning the red button towards left.

The clock is set by pulling the red button and turning.

Stop-watch


77/97


Stop watch

The lower stop-watch is started by pushing the red button. By pushing a

second time, the clock is stopped. By pushing the third time, the clock is set

in a standby mode.

Upper stop-watch is started by pushing the red button (running condition

is indicated by a red flag in the window), stopped by pushing a second

time (stopped condition indicated by a white and red flag) and zeroed bypusing a third time (white flag)


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G-SUIT

Function


79/97


Function

Test

Min

Max

The G-suit is operated by pressized air bled

from the engine compressor.

The suit is the last item to be connected at

strap-in. The hose goes on the outside of

the parachute and seat belt harness.

The pressure in the suit is controlled

automatically as a function of G.

The intensity can be regulated by turning

the a knob aft on the left instrument panel.

The suit can be tested by pushing the same

knob.


80/97


FIRE WARNING

/ EXTINGUISHER

Fire Instruments and Sensors


81/97


Several sensors in the engine compartment will pick up an extreme temperature in

the engine bay, and illuminate a warning light.

The system can be testet with a switch

Fire Extinguisher


82/97


g

Forward circuit empties onto the fuel system, hydraulics and instruments

directly behind the firewall.

Middle circuit empties on the engine accessories gear box.

Aft circuit empties on the combustion chambers

A two litre steel tank with fire retardant fluid is mounted on the right hand

side of the firewall. At operation it will empty its contents in three circuits.

Fire Extinguisher


83/97


The condition of the Pressure in the bottle is checked in a hatch behind right

wing.

g

A portable fire extinguisher is carried in the cockpit in the bag beside the

right leg.


84/97


ELT

Emergency Locator Transmitter


85/97


The ELT control panel in LN-ADA is on the right consolle.

Red button activates the ELT

Black button de-activates the ELT

g y

The ELT itself is mounted behind the IFFhatch on the aft right hand side. In case of

a crash, the unit can be extracted and

brought as a portable device. Do not leave

the wreakage without it!


86/97


EMERGENCY

PROCEEDURES

Failing operation of Gear


87/97


Failure to retract gear:

Check fuses and try again

If unsuccessfull, make sure speed is kept below 290 km/hAbort the flight and return to land

Failure to extend gear:


If unsuccessfull, the gear

must be lowered using theemergency valve

Failing operation of Flaps


88/97


Failure to retract flaps:


If unsuccessfull, make sure speed is kept below 270 km/hAbort the flight and return to land

Failure to extend flaps:


If unsuccessfull, the flaps

could be lowered using theemergency valve, if needed

Partial Engine Failure


89/97


Partial engine failure can be observed by:

- Loss of thrust

- Loss or varying RPM- High EGT

- Variable Fuel Pressure

- Lack of response from throttle

If these observations are NOT accompanied by

a fire warning, noise or smoke you only havea partial engine failure. This does not qualify

for ejection nor use of fire extinguisher.

Isolation switch ON

Fly to the nearest airport and land.

Use Slow throttle movementsAt altitude: throttle well forward

Engine flame-out


90/97


A stopped engine is usually contributed to lack of fuel, or errors in the

automatic fuel system.

Proceedure for restarting (above 5.000 feet)

- Throttle IDLE

- Fuel Cock CLOSED

- Airstart PRESS

- Fuel Cock OPEN

Restart may tak 20 seconds with a loss of5.000 feet altitude

Proceedure for restarting (below 5.000 feet)

- Throttle IDLE

- Isolation Switch ON

- Airstart PRESS

Try and try again after 30 seconds! If engine is

not restarted and dead stick landing is not

possible, this becomes an ejection scenario

Engine Fire


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Engine fire is spotted by:

- Seeing lightn in the fire warning

- Smelling fire or smoke- Seeing firer or smoke in or behind plane

Proceedure for engine fire:

- Throttle IDLE

- Fuel cock CLOSED

- Fire cock CLOSED- Fuel pump (Engine) OFF

- Fire Extinguisher PRESS

DO NOT use the fire extinguisher on the basis of a warning light only!

Look for other signs to confirm fire!

If fire persists after using fire extinguisher, this becomes an ejection scenario

Engine should not be restarted after using fire extinguisher. If it is not

possible to dead stick land, this becomes an ejection scenario

Ejection Scenarios


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Reasons for leaving the plane in air are:

- Substantial structural failure- Lost controll that has not been regained at 5.000 feet

- Engine failure without sucessfull restart and without possibility to

deadstick land at an airport

- Fire that has not been put out despite use of fire extinguisher

The seat charge gives a vertical speed

of 65 km/h in the course of one second

giving 20 G vertical acceleration.

The seat is ejected about 10 meters into

the air.

Ejection Proceedure


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Proceedure for ejection:

-Recommended straight&level scenario: speed 200 km/h, altitude 3.000 feet.

Maximum speed: 800 km/h, minimum altitude 1.500 feet. Out of control:

5.000 fot.

- Radio INFORM ATC!

- Visor DOWN

- Throttle IDLE- Fuel cock CLOSED

- Assume position Feet on the feet rest, albows tight against torsoe

head back against head rest

- Red handle FORWARD

(Canopy is ejected and the seat is armed)

- Red handle SQUEEZE(Seat is ejected out of the plane)

Ejection sequence is automatic (release from seat and inflation of parachute)

Ejection Procedure, Main Points


94/97


1: Push handle forward

(heavy!)

2: Squeeze handle that is

exposed

Ejection Sequence


95/97


x

As canopy leaves, it pulls a

split arming the seat

2. Squeeze the handle

... Seat fires

1. Move handle forward

... Canopy is ejected.

Other seat is blocked.

As the seat leaves the airplane, a contact is pulled to stop ejection blocking of the other

seat. A splint is also pulled that openes the air bottle in the seat. After a time delay of 0-

3s, the seat belt is released (if not ejecting high, then you remain in seat for some time).

Manual bailout


96/97


Disconnect the hook (to prevent the

parachute to inflate when you jump)

Eject canopy

Release seat belt by

pulling the red D-handle!

Jump out of the plane and pull

the red parachute D-handle!

Manual Backups


97/97

If separation from seat fails, pull the

d t b lt l D h dl !

If parachute does not inflate, pull the

d h l D h dl !

To stop the ejection blocking,

pull the red de-blocking D-handle!

LN-ADA, Technical and Operational Presentation L-29, Undressed (en)

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Transcript of LN-ADA, Technical and Operational Presentation L-29, Undressed (en)