L 410 aircraft 2417 full number. How it's made, how it works, how it works. The airliner's interior: comfortable and inconvenient places

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.

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.

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

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 aviation 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 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 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.

The L 410 UVP-E20 / L 420, which is the latest and most modern successor to the renowned 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 technical 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. More on this separately. Childhood....

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common types

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

At the beginning of 2010, there were 69 L-410s in the Russian Civil Aviation register, 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 customers. In 2010, three L-410s were purchased by the Petropavlovsk-Kamchatka Aviation Enterprise. The Czech company is currently manufacturing aircraft for the Russian Ministry of Defense.

A small trunk, like all twin-engine cars. There may also be a weather radar antenna and other goodies here.

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 take-off 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
Time between overhauls 3,000 flight hours

The American engine company 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 for the L-410-UVP-E20 turboprop aircraft assembled in the Czech city of Kunovice. The Czech company expects production of this 19-seat twin-engine aircraft for local airlines to exceed 10 units per year in the coming years.

M601s are already used on the L-410. The H80 engine is an improved modification that 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 previous power plant will be offered re-engining to the H80.

bow strut

main post

Windshield

What always amazed me about this plane was the windshield. Externally it looks like an armored car.

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

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

Now let's go into the cockpit:
Radio navigation and radio communication equipment
Flight parameters display 2 sets
AHC-1000A, position and heading computer 2 sets
Air signal computer 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
Cockpit voice recorder 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 plane. Not everything can be reached from one of the chairs.

Instrumentation
Airspeed indicator - reserve 1 set
Barometric altimeter - backup 1 set
Artificial horizon reserve 1 set
Magnetic compass 1 set
Torque indicator 2 sets
Gas generator speed indicator 2 sets
Propeller speed indicator 2 sets
Temperature indicator between turbines 2 sets
Three-dot indicator 2 sets
Fuel quantity indicator (main tank) 2 sets
Fuel gauge (wing tank) 2 sets
Flow meter indicator 2 sets
Outside temperature indicator 1 set
Double air temperature indicator 1 set
Watch 2 sets
larger

top panel

Possible additional options:
HF Transceiver
TCAS II
Autopilot
It’s always a mystery to me, why not install the same autopilot on such planes right away?

central panel

place of kvass

helm

general view, this is where they squeeze through

2nd pilot's workplace

and now some flights from Bolshoi Gryzlovo

Airplanes are used mainly to drop paratroopers. They also have a couple of blisters on the sides.

Come on, here you can look at the L410 in comparison with our An-28 (it’s a little behind)

will they fly like that? :-)) And the black at the tail, is this to prevent paratroopers hitting the tail from dirtying the fuselage?

takeoff

separation at the very 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 version with four-bladed propellers.
L-410AF aerial photography version for Hungary.
L-410AG with modified equipment was not built.
L-410AS test aircraft, delivered 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 third series, thoroughly modernized. Increased wingspan by 0.80 m, M601B engine, higher mounted horizontal stabilizer. UVP variants have short takeoff and landing properties (UVP=UVP in Russian is short takeoff and landing).
L-410UVP-S VIP cabin version with a door that flips up (like on our plane)
The L-410UVP-E aircraft is equipped with M601E engines, five-blade propellers, and additional wingtip fuel tanks. The L 410 UVP-E20 variant is this aircraft type certified to FAR 23 (Amendment 34) and type certified in the Czech Republic, Denmark, Germany, Sweden, Indonesia, the 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 a large cargo door (1.25 m × 1.46 m), can carry 6 stretchers, like a medical plane plus a doctor or 12 paratroopers. Or 1000 kg of cargo in containers.
L-420 upgrade L-410UVP-E - new M601F engines, Let-420 US FAA certified version of L 410 UVP-E20.

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

Dimensions
External
Wingspan 19.98 m
Length 14.42 m
Height 5.83 m
Domestic
Max. cabin width 1.96 m
Max. cabin height 1.66 m
Passenger compartment 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. take-off 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
Cruising altitude 4,200 m
Maximum operating altitude 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, 50 fpm climb rate 4,380 m
Rate of climb ratio at S/L both engines 6.6 m/s
Rate of climb ratio at S/L single engine 1.7 m/s
Powerplant - 2 x Walter M610E turboprop,
AVIA 5-blade propeller (V510)
Max. takeoff power 560 kW 751 hp
Max. continuous power 490 kW 657 hp
Crew 2 pilots

Let L 410 “Turbolet” is a universal nineteen-seat twin-engine aircraft for regional airlines. The aircraft with shortened takeoff and landing capabilities (UVP in the name L410 UVPE20 means the Russian abbreviation for “Short Takeoff and Landing”) was developed by the Let design bureau of the plant. Intended for use on grass, dirt, snow unprepared sites, as well as at airports with short runways. It is still produced at the Czech Let plant. Other names: Turbolet, Let, L410, Let L410, colloquial - Elka, Cheburashka.

History of production and creation

Design of the aircraft began in 1966. For the first time, an experimental aircraft equipped with a Pratt&Whitney RT6A27 (2x715 hp) theater engine passed flight tests on 04/16/1969. The regular use of L410A aircraft was first opened at the end of 1971 by the Czechoslovak aviation company Slov Air (Bratislava), which served local airlines - by the beginning of 1974 it 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 planes received Soviet registration numbers USSR67251 - USSR67255. The first of them was brought to the airfield by Frantisek Svinka, a Czech test pilot. The people at the airport immediately called the cute plane “Cheburashka”.

In 1973, flight tests of the L410M aircraft, equipped with Czech Walter M601A theater engines, began. The L410M became the second production variation of the Turbolet. In total, by the end of 1978, one hundred L410M/MU aircraft were delivered to the Ministry of Civil Aviation of the Soviet Union.

In 1979, production of an improved modification L410UVP began, which became the main production model. This aircraft differed from previous versions by a longer fuselage, larger dimensions of the vertical tail and wing, the use of spoilers and a Walter M601B theater engine (2x730 hp). This aircraft passed the certification program in the USSR and was taken into use by Aeroflot. A further development was the L410UVPE version with more powerful TVDM601E. The first flight of such an aircraft took place on December 30, 1984. It has improved takeoff and landing performance and reduced noise levels in the cabin. In 1986 certified in the Soviet Union. A modification of the L420 has been developed with powerful TVDM601 °F (2x778 hp), a higher 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.

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

After the collapse of the Soviet Union and Comecon in the 1990s, the demand for L410 aircraft fell, and the rate of their production decreased more than tenfold (from 50 aircraft per year to two to five). The situation has improved significantly since 2008, when 51 percent of the shares of Let Kunovice (Aircraft Industries) were 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 produced, equipped with analog or digital avionics (to choose from), TCAS system, and autopilot. L410 UVPE20 has an ARMAK type certificate.

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

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

Specifications of L410 UVP-E20:

Length: 14.487m.

Height: 5.83m.

Wingspan: 19.478m.

Wing area: 34.86 sq.m.

Flight range: 1500km.

Maximum speed: 395 km/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 propeller: 5.

Propeller diameter: 2.3m.

Empty weight: 4050 kg.

Maximum take-off weight: 6600 kg.

Fuel mass in main tanks: 1000 kg.

Weight of fuel in end tanks: 300 kg.