L 610G - Two 1305kW (1750shp) General Electric CT7D9D turboprops driving four blade constant speed Hamilton Standard HS14RF23 propellers.
Performance
L 610G - Max cruising speed 450km/h (243kt), long range cruising speed 282km/h (152kt). Initial rate of climb 1673ft/min. Service ceiling 23,620ft. Range with 40 passengers and reserves 1230km (615nm), range with max fuel 2420km (1306nm).
Weights
L 610G - Empty 8950kg (19,713lb), operating empty 9220kg (20,327lb), max takeoff 14,500kg (31,967lb).
Dimensions
Wing span 25.60m (84ft 0in), length 21.72m (71ft 3in), height 8.19m (26ft 11in). Wing area 56.0m2 (602.8sq ft).
Capacity
Flightcrew of two. Standard seating for 40 passengers at three abreast and 76cm (30in) pitch. Combi mixed passenger/freight and all freight layouts available, the latter can carry six pallets.
Production
Czech airline CSA is a provisional customer. Small numbers of L 610s were delivered to Aeroflot.
40 seat regional airliner
History
The Let L 610 is a stretched development of the earlier L 410, and although originally designed for a Soviet requirement, in its westernised form is now marketed worldwide.
The L 610 was conceived in the mid 1980s to meet a Soviet Union requirement for a new 40 seat turboprop airliner. A production run of 500 was envisaged for primary customer Aeroflot, and the L 610's design was optimised to suit that carrier's requirements (including operations from austere airfields). The basic L 610M for Aeroflot is a stretched 40 seat development of the L 410 powered by two 1358kW (1822shp) Motorlet M 602 turboprops. It first flew on December 28 1988, and a small number were delivered to Aeroflot during 1991 before Let suspended deliveries, stating that they would not resume unless western currency was used for payment.
As a result of the dissolution of the Soviet Union and the collapse of communism throughout eastern Europe, Let began development of a westernised version intended to significantly widen the type's sales appeal. Known as the L 610G, it is optimised for world markets and features General Electric CT7 turboprops, Collins Pro Line II digital EFIS avionics, Collins weather radar and autopilot.
First flight of the L 610G prototype occurred on December 18 1992 (four years after the L 610M), and, after some delays, US FAA certification is planned for 1999.
Let has high hopes that the L 610 will penetrate the very crowded, international market for 40 seat airliners and the Czech Republic's lower labour costs should see the aircraft priced competitively compared to its western competitors. No doubt, sales interest will increase once western certification is awarded, while new Let owner Ayres is keen to develop the L610 further and exploit its potential.
Copyright Airliners.net, some information Copyright Aerospace Publications.
PUBLICATION : JANE'S ALL THE WORLD'S AIRCRAFT 1995-96
DATE : 19950922
UPDATE STATUS: UPDATED
SECTION : AIRCRAFT - FIXED-WING - CIVIL
COUNTRY : CZECH REPUBLIC
PAGE : 76
COMPANY NAME : LET AS, KUNOVICE
IMAGES :
Let L-610G (ld) @JAWA/LD1721.PCX |
Let L-610G @JAWA/4217.PCX |
Let L-610M @JAWA/3378.PCX
TITLE : LET L-610
TYPE: Twin-turboprop regional transport.
PROGRAMME: First flight (OK-130) 28 December 1988; seven development
aircraft include one (No. 4) for static test; contract 18 January 1991
for General Electric to provide CT7-9D turboprops for L-610G (first
two engines delivered shortly afterward); first flight of this version
(No. 7/OK-136) 18 December 1992. Certification to FAR Pt 25 expected
in 1996; meanwhile, protocol signed late 1994 with Russian Smolensk
factory under which L-610 could also be built there and its M 602
engines at Salyut plant in Moscow; since aircraft was designed
originally to meet Soviet/Russian airworthiness requirements, this
could lead to certification of L-610M version before end of 1995.
Consideration also being given to PT6 turboprops as alternative power
plant.
VARIANTS: L-610M: With 1,358 kW (1,822 shp) Walter M 602 engines and
five-blade propellers; weight and performance data not yet finalised.
Three prototypes (OK-130/132/134).
L-610G: Version with General Electric CT7-9D turboprops,
four-blade propellers and Collins digital avionics including EFIS,
weather radar and autopilot. First prototype undergoing certification
testing; at least four more under construction, including one
designated L-610GE. Detailed description applies to L-610G except
where indicated.
CUSTOMERS: Options received for 16 L-610Gs by January 1994.
DESIGN FEATURES: Intended to meet FAR Pt 25 (L-610G) or Russian
ENLG-S (L-610M) civil airworthiness requirements; wing sections
MS(1)-0318D at root, MS(1)-0312 at tip; thickness/chord ratios 18.29
(root) and 12 per cent (tip); dihedral 2?; incidence 3? 8' 38" at
root, 0? at tip; quarter-chord sweepback 1?.
FLYING CONTROLS: Ailerons, elevators and rudder actuated
mechanically; rudder and both aileron trim tabs actuated by
electromechanical strut. Elevator trim tabs actuated mechanically by
screw-nut mechanism. Automatic spring tab in rudder. Ailerons are
horn-balanced. Electrohydraulically actuated single-slotted Fowler
flaps. Ground spoilers. Lateral control spoilers deflected
proportionately to aileron deflection. Electrically actuated gust lock.
STRUCTURE: All-metal, fail-safe stressed skin structure;
circular-section fuselage between flight deck and tail; wing contains
high grade aluminium and high strength steel; honeycomb spoiler panels.
LANDING GEAR: Retractable tricycle type, with single wheel on each
unit. Hydraulic actuation, mainwheels retracting inward to lie flat in
fairing each side of fuselage, nosewheel retracting forward.
Oleo-pneumatic shock-absorber in each unit. Mainwheels are type XK
34-3000.00, with 1,050 x 390 x 480 mm tyres; type XR 25-1000.00
nosewheel has a 720 x 310 x 254 mm tyre. Hydraulic disc brakes and
electronically controlled anti-skid units. Minimum ground turning
radius 18.33 m (60 ft 1{3/4} in).
POWER PLANT: Two 1,305 kW (1,750 shp) General Electric CT7-9D
turboprops in L-610G, each driving a Hamilton Standard HS-14RF-23
four-blade fully feathering metal propeller with reversible pitch.
Fuel in two integral wing tanks, combined usable capacity 3,500 litres
(925 US gallons; 770 Imp gallons). Pressure refuelling point in
fuselage, gravity points in wings. Oil capacity 30 litres (7.9 US
gallons; 6.6 Imp gallons).
ACCOMMODATION: Crew of two on flight deck, plus one cabin attendant.
Standard accommodation for 40 passengers, four-abreast at seat pitch
of 76 cm (30 in). Galley, two wardrobes, toilet, freight and baggage
compartment, all located at rear of cabin. Alternative mixed
(passenger/cargo) and all-cargo layouts available. Passenger door at
rear of fuselage, freight door at front, both opening outward on port
side. Outward-opening service door on starboard side, opposite
passenger door, serving also as emergency exit; outward-opening
emergency exit beneath wing on each side. Entire accommodation
pressurised and air conditioned.
SYSTEMS: Dual Hamilton Standard R 79-3W engine bleed air air
conditioning systems in L-610G. Nord Micro digital, fully automatic
pressurisation system gives 0.36 bar (5.22 lb/sq in) differential at
flight level of 7,200 m (23,625 ft) and a cabin altitude of 2,400 m
(7,875 ft). Duplicated hydraulic systems (one main and one standby),
operating at pressure of 210 bars (3,045 lb/sq in). APU in tailcone,
for engine starting and auxiliary on-ground and in-flight power.
Electrical system powered by two 115/200 V 25 kVA variable frequency
AC generators, plus a third 8 kVA 115/200 V three-phase AC generator
driven by APU. System also includes two 115 V 400 Hz inverters (each
1.5 kVA), two 27 V DC transformer-rectifiers (each 4.5 kW), and a
25 Ah Ni/Cd battery for APU starting and auxiliary power supply.
Gumotex Breclav or Goodrich pneumatic de-icing boots on wing and tail
unit leading-edges; ACT electrical anti-icing system for engine
inlets; electric de-icing of propeller blade roots, windscreen, pitot
static system and horn balances. Oxygen system for crew and four
passengers.
AVIONICS: Collins Pro Line II and EFIS-86 standard for L-610G.
Comms: Dual 760-channel VHF; single HF (optional); ATC
transponder; intercom/PA system; cockpit voice recorder.
Radar: Collins WXR-350 weather radar.
Flight: Collins APS-65 autopilot; Collins AHS-85 AHRS; dual ILS
with two LOC/glide slope receivers and two marker beacon receivers;
single or dual ADF; dual compasses; single or dual radio altimeters;
navigation computer; flight data recorder; Cat. II approach aids.
Instrumentation: Collins five-tube EFIS-86 with EADI and HSI for
each crew member and central MFD; weather radar data can be displayed
on HSI and/or MFD.
Design and development-
In the late 1970s, after the success of the LET L-410 twin engine turboprop, the Soviet airline Aeroflot requested that LET design a replacement for the Antonov An-24 aircraft.
LET's L-610 was designed as a twin engined turboprop aircraft powered by the new Czech engine, Motorlet M 602, with a seating capacity of 40. Flight testing was delayed by engine development taking longer than airframe development. Eventually the 1,358 kW (1,822 shp) Motorlet M 602 turboprop engines were finished and the aircraft first flew on 28 December 1988. No aircraft was ever delivered to any commercial customer, although one aircraft was shown in Aeroflot markings during the Paris Air Show in the 1990s. One Let 610 M was delivered to the Czech Air Force,[1] to support manufacturer's certification and test flights process.
After the Soviet collapse LET tried to westernize the plane in order to widen the aircraft's sales appeal. The result was a new model, known as the L-610G, which had General Electric CT7 engines, Collins Pro Line II digital EFIS avionics, Collins weather radar and autopilot. The L-610G prototype flew its maiden flight on 18 December 1992; four years after the L-610M.
During the time that the now-defunct Ayres Corp. owned LET, the aircraft was also known as the Ayres L-610, and for a time was marketed as the Ayres 7000. The customer for the Ayres 7000 was to have been City Connexion Airlines before bankruptcy problems sidelined the program.
Variants
L-610M
Basic variant with M602 engines.
L-610G
Variant with General Electric XT7-9D engines.
Specifications (L-610)[edit]
Data from Brassey's World Aircraft & Systems Directory[2]
General characteristics
Crew: 2 (pilot, co-pilot)
Capacity: 40 passengers
Length: 21.72 m (72 ft 3 in)
Wingspan: 25.60 m (84 ft)
Height: 8.19 m (27 ft 10 in)
Wing area: 56 m² (603 ft²)
Empty weight: 8,950 kg (19,730 lb)
Max. takeoff weight: 14,500 kg (32,000 lb)
Powerplant: 2 × General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each
Performance
Maximum speed: 490 km/h [3] (265 knots, 305 mph)
Cruise speed: 438 km/h (236 knots, 272 mph)
Range: 2,420 km (1,305 nm, 1,503 mi)
Service ceiling: 10,250 m[3] (33,700 ft)
Rate of climb: 8.5 m/s (1,673 ft/min)
List of prototype aircraft[edit]
L-610M:
X01 OK-130, first flight 28 December 1988 Frant. Srnec, Stanislav Sklenár
from 3 June 1989 OK-TZB, OLZ nu. 4307, Paris Airshow 293
from June 1989 again OK-130
last flight OK-130 26 May 1993 15:12 UTC at LKKU Kunovice with crew Stanislav Sklenár, Ing.Jirí Necas
X02 prototype for structural tests
X03 OK-132, first flight 8 September 1989 Stanislav Sklenár, Ing.Miroslav Srnec
last flight at LKKU Kunovice OK-UZB 23 October 1997 Stanislav Sklenár, Miloslav Tošovský 08:15 UTC
X04 prototype for tests
X05 OK-134, first flight 8 March 1990 Ing.Miroslav Srnec, Miloslav Tošovský
from August 1992 OK-VZC Air Show Moskva
from June 1993 with examination number 0005 for Kbely – army test
last flight 0005 LKKB Kbely – LKKU Kunovice with army number 4202, Old. Pelcák, Mikšík
910101 OK-136 first flight Ing.Vladimír Vlk, Stanislav Sklenár
Collins navigation, sklenená (glass in the Czech language)
from 11 June 1991 OK-WZA
last flight 28 June 1991 OK-136 LKKU Kunovice – LKKB Kbely – LKKU Kunovice landing at 13:04 UTC with Jaromír Novák, Ing.Miroslav Srnec
L-610G:
920102 OK-136, first flight 18 December 1992 Ing.Vladimír Vlk, Ing.Miroslav Srnec
from 8 June 1993 OK-XZA
last landing OK-XZA at LKKU Kunovice at 18 December 1997 with Stanislav Sklenár, Miloslav Tošovský
970301 OK-CZD, first flight 13 May 1997 Stanislav Sklenár, Jaromír Novák
last flight 24 June 2000 Miami-Tamiami (KTMB) – Albany (KABY)
Studies began in 1983 of a 40-seat pressurised development of the L-410 feederliner powered by two newly developed Walter M-602 turboprop engines driving five-bladed 'quiet' propellers. Prototype construction of this L-610 began early in 1988 and the first of three flying prototypes was rolled out in November. The first flight took place on 28 December 1988, and the type was exhibited at the Paris air show in June 1989. The first of 600 aircraft for Aeroflot was shown at the Paris air show in June 1991, and others are on order for CSA. Current activities centre around the completion of the flight test programme and achieving certification. To improve sales prospects to the West, one of the prototypes (re-designated L-610G) is being re-engined with 1305kW General Electric CT7-9Ds, and was due to fly before the end of 1991, with certification and first deliveries targetted for the end of 1992. Let has also announced plans to stretch the L-610 into a 50-55 seater, probably using GE CT7 or PW100 engines.
Specification
PASSENGERS 40
ENGINE 2 x Walter M-602 turboprops, 1358kW
WEIGHTS
Take-off weight 14500 kg 31967 lb
DIMENSIONS
Wingspan 25.6 m 84 ft 0 in
Length 21.41 m 70 ft 3 in
Height 7.6 m 25 ft 11 in
Wing area 56.0 m2 602.78 sq ft
PERFORMANCE
Max. speed 490 km/h 304 mph
Cruise speed 408 km/h 254 mph
Ceiling 10250 m 33650 ft
Range w/max.payload 870 km 541
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Management Trainee
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