I will share with you information a little off topic of the blog. We are talking about the Czechoslovak aircraft industry during the Second World War. More specifically, about the aviation company Aero. This enterprise was established in 1919 and initially served the aircraft transferred to the young Czechoslovak Republic by the Entente (SPAD, Salmson, Voisin). Well, that is, it is the Czechs who write that it all began in 1919, but in fact it was the former facilities of the Austro-Hungarian Empire, namely the Hansa-Brandenburg Werke plant of the notorious Ernst Heinkel. The business of the young company went well and after 12 months they were able to start producing aircraft of their own design. By the end of the 1930s, Aero became a fairly serious manufacturer capable of mastering and mass-producing such aircraft as the MV-200 or SB-2. Own projects were also quite up to par. Unfortunately, in March 1939, the Nazis came to the country.

At first, they were not interested in Aero, and the Czechs calmly completed the last 4 MB-200s and 14 Aero A-304s, which were redistributed to the German side. Soon, an Air Force attache arrived at the enterprise from Berlin and began to introduce German types of aircraft into production. We started small - in the Aero workshops they began to assemble training double biplanes Bucker Bu-131, intended for flight schools. They were produced until 1940 and managed to produce 200 pieces. In addition, from May 1940 to November 1940, the Czech company also produced 45 B-71 air target towing aircraft and 10 B-71B glider tugs for the Luftwaffe. Let me remind you that this car was actually a Soviet high-speed bomber SB-2, which the Czechs produced under license.

Having assessed the performance of the Czech side, the Luftwaffe ordered another extremely useful vehicle for itself - the recently put into production tactical reconnaissance Focke Wulf Fw.189. They were produced for almost twelve months, until the end of 1942 they handed over 337 Ram to the customer. Starting next year, new tasks were set for Aero - to put on stream an auxiliary twin-engine Siebel Si.204D. The work was carried out at an accelerated pace and before the end of the war they managed to transfer these machines to the German Air Force 553. At the same time, in total, in the Protectorate of Bohemia and Moravia, at the Aero, CKD-Prague and Walter factories, 1007 Siebels were produced, and the fuselages for all of them were assembled precisely in the Aero workshops (by the end of the war, 1023 fuselages were obtained). To this must be added 49 overhauled Bucker Bu-131s and 15 upgraded Aero A-304s.

In total, during the war years, the number of Aero employees increased from 1,200 to 8,000. Since mid-1943, the Czechs have been talking about "forced" labor, and since 1944, the Germans have introduced a 12-hour working day for them with one "sliding" day off per week. Nevertheless, the Czechs themselves also note the positive aspects of working for the Germans: improving the organization of work and the technical equipment of production, the introduction of some new technologies. I will add that in addition to this, the Czechs "inherited" a couple of fairly good aircraft models (Bucker Bu-131, Siebel Si.204D), which they produced after the war for their own needs. The fruitful work of the Aero company for the German Luftwaffe ended only on March 25, 1945 (!), When 50 Allied heavy bombers destroyed the company's assembly shops, destroying 50 practically finished Siebels on the stocks.

In the vicinity of Prague there is a very interesting museum called Letecké muzeum, in other words, the aviation museum. It is also noteworthy that the entrance to it is free, and that almost all the exhibits look the way exhibits should look - well-groomed and restored. I will not talk about how old military equipment is treated in Russia, I will just show you a photo. Since there are a lot of pictures, I will have to break the story into two parts. Conditionally - in the first we will talk about aviation before 1950, in the second - after that moment. In addition, information about some aircraft had to be collected from various sources, and sometimes almost bit by bit. The result was an almost encyclopedic article, which I spent two days on. If you are too lazy to read the descriptions of aircraft, you can scroll through the text and just look at the photo. But for me personally, in the process of collecting information, it became more and more interesting, since some of the exhibits have quite rich history and rare origin. So, I hope someone will find this information useful.

1. Double training aircraft Morane Saulnier MS-230 ET-2, France, 1932. The aircraft, in addition to training, performed many other tasks, including communications, surveillance, shooting training, towing targets and gliders, as well as aerobatics . The model in the picture has serial number 1077. In 1988, the exhibit was exchanged for another car from a French collector, and in 1998-1999 they underwent a major overhaul

2. SPAD SVIIC.1, France. The first SPAD aircraft were not very successful. Until, in May 1916, the SPAD S.VII single-seat fighter with a 150-horsepower Hispano-Suiza engine, the first truly successful fighter model, came out for testing. Over 3,500 machines of all modifications were produced in France alone, and about a hundred in Russia.

3. Aircraft De Havilland DH-82A Tiger Moth Mk. II, Great Britain, 1931. Received a fairly wide circulation. In addition to the UK, it was produced in Canada, Norway, Portugal and Sweden, in total 8868 machines of various modifications were built. The aircraft was used by the RAF until 1952. After decommissioning, many copies were sold to flying clubs and private individuals.

It is estimated that about 250 aircraft of this type have survived to date. The aircraft in the photo has serial number 4613, this model was manufactured by Morris Motors Ltd and entered the RAF reserve in 1944. In 1946 - 1968, the aircraft was used in the Dutch aviation school, and in 1971 it was sold in Germany to the aviation museum. The aircraft was in poor technical condition and was repaired in 1988-1990. Now, as you can see, it is part of the exposition of the aviation museum in Prague.

4. Aircraft Aero Ae-10, Czechoslovakia, 1919. Military training biplane equipped with a Mersedes engine. Two students and a teacher were on board at the same time.

5. And this - no, not a plane at all. This little one is a trainer. The Link D.2 Trainer, also known as the "Blue box", was produced from the early 30's to the early 50's.

6. Such simulators rose to prominence during World War II when they were used as key experimental training simulators.

7. Noorduyn Harvard Mk. IIB, USA, 1937. Initially, these aircraft were intended for commercial transportation, and only 17 such aircraft were sold before the 40th year. But the Second World War, as you know, gave many a start in life. After it began, large military orders followed.

8. An aircraft with an almost native name - "Corn". But he received this nickname later. And back in 1929, this was the PO-2 (U-2) training aircraft. During the war, by the way, it was used as a night bomber.

9. Since we have touched on the military topic: military transport aircraft LI-2, USSR, 1942

10. An LA-7 fighter, USSR 1943, is compactly located next to it.

12. Well, this plane hardly needs any introduction. Attack aircraft IL-2M3, 1942 release.

14. And his potential rival - Fighter Messerschmitt Me.262 "Schwalbe" - "swallow". The world's first production jet aircraft.

15. Why potential? Because the career of this model did not work out. He had every chance at one moment to cross out all the technical achievements of the allies. In many respects, the new machine was superior to traditional aircraft. Its speed - more than 800 km / h - was 150-300 km / h higher than the speed of the fastest fighters.

16. But mass deliveries were delayed. Hitler then considered that this model would be successful as a bomber. The leadership of the Luftwaffe disobeyed, and continued the already taken technological line. When Hitler found out about this, a scandal erupted. As a result, the aircraft was sent back for revision. Until the very end of the war, these aircraft were not successful either as bombers or as fighters.

17. And this is Zlin Z-381, Czechoslovakia, 1945. A modernized version of the training aircraft of the times of the Second
World War - Bucker BU.181A Bestmann.

18. Avia S-199 fighter (Czech version of the Messerschmitt Bf 109G / K), 1946. After the Second World War, a large number of Messerschmitt Bf 109G gliders remained in Czechoslovakia, and the Avia factory reworked them. The first flight of the Czechoslovak version of the Messerschmitt took place on April 25, 1947. In total, 450 Avia S-199 fighters were produced in Czechoslovakia.

In April 1948, despite the UN ban on the supply of weapons to Palestine and even before the formation of the State of Israel, the Czechoslovak government sold 25 Avia S-199 aircraft to Israeli agents. The first Czechoslovak fighter landed in Israel on May 20, 1948, and on May 29, Czechoslovak aircraft took part in combat for the first time. Israeli Avia S-199s were used to attack Arab troops, they shot down Egyptian, Syrian and Iraqi aircraft in air battles, including the English Spitfires, which were significantly superior in technical characteristics.

The aircraft served in the Czechoslovak Air Force until they were replaced by MiG-15 fighters in the mid-1950s. The Avia S-199 fighter shown in the photo was recreated in the first half of the 80s of the 20th century. A significant part of the airframe parts was taken from an aircraft dump in city ​​of Olomouc, the other part - from an aircraft with serial number 178. The aircraft has a coloring and identification marks of a military training center of the 50s of the last century.

19. Another alteration. A two-seat version of the Avia S-199, a single-engine, low-wing piston fighter aircraft used by the Czechoslovak and Israeli Air Forces after World War II. Used as a fighter
fighter-bomber, reconnaissance aircraft. It is a post-war modification of the Messerschmitt Bf.109,
developed in Czechoslovakia.

The aircraft shown in the photo with serial number 565 was discovered in 1966 in the school yard, in 1967 - 1968 it was overhauled by the Avia company, and since 1972 it has been in the collection of the aviation museum in Prague. The coloring and markings of the car correspond to those used in the late 40s - early 50s on the machines of the Military Aviation Academy in Moravia. In addition to the Avia CS-199 made in Czechoslovakia after the Second World War, no other copies of the Messerschmitt Bf.109G-12 have survived in the world.

20. ZK Kubat is not an Icarus wing at all. Although, against the background of all these formidable combat vehicles, this design looks a bit unusual. But, as it turned out, her pilots had no less heroism than those who flew fighters and participated in air battles. Unfortunately, Google has practically no information about this aircraft development. From what I managed to find out outside the search engines, it became clear that the device was popular with amateurs and athletes during the Nazi occupation in 1941-1942. Such flights were banned and severely punished, however, apparently, this did not stop lovers of soaring above the ground.

21. Avia Ba-122 - another sports aircraft, Czechoslovakia, 1936. In the 1930s, one of the best aircraft for aerobatics. It was a new machine in almost every respect, although it was developed on the basis of the BH-22. B.122 successfully showed itself in aerobatics competitions. A team of three well-known pilots took second and third place in a competition held simultaneously with the 1936 Olympic Games in Berlin.

22. Letov LF-107 Lunak, a Czech aerobatic glider, has proven itself well for its aerobatic performance. The first flight of the prototype took place on June 25, 1948. Serial production was never put on stream, the plant was reoriented to the production of the MiG-15, MiG-19 and MiG-21F. Thus, only 75 cars of this model were produced. Lunak gliders were very popular in Czechoslovakia because allowed to make a full set of aerobatic maneuvers. They were called "fighters without an engine." According to some reports, nine such aircraft are still taking off.

23. Mraz M-1C Sokol. This aircraft was designed by the famous aircraft designer Zdenek Rublich back in the years of the German occupation of Slovakia and put into mass production in 1946. In fact, it was a development of the Mraz Zobor light training aircraft developed in 1941. The dissonant seemingly name is read as "Mrage".

Several long-distance flights were made on the plane, in particular, the trans-African Prague-Cape Town in 1947 and the non-stop Brno-Altai (4765 km), during which a distance record was set for aircraft weighing up to 1000 kg. "Falcons" were exported, and not only to the socialist countries, but also to Great Britain, France and Finland.

24. Amphibious aircraft Saunders Roe A.19 Cloud, UK 1930. Although it is now sad without wings, it still inspires with its size.

25. Another giant is the Aero C-3a military transport aircraft (Czech version of the German Siebel Si 204). In Czechoslovakia, no complete aircraft of the Aero C-3 type have been preserved. Since 1976, the Aviation Museum has been collecting individual surviving parts of aircraft of this type, and in 2000 discovered a relatively well-preserved glider of the SNCAC NC-702 Martinet type in France. Only after that did it become possible to reconstruct the Aero C-3A aircraft of a military modification, which is shown in the photo. It was completed in 2004.

26. The exposition of Czech aviation technology deserves special attention.

Aero A-12, Czechoslovakia, 1923. Originally designed as a reconnaissance biplane. The wing frame is wooden, the fuselage was welded from pipes. The flight characteristics of the A-12 were very good, the machine turned out to be controllable, stable and fast enough. The aircraft in the photo is a replica with the original engine and propeller.

Six A-12 aircraft took part in the race in 1924, where they won first and second places in category A and B and the first three places in category C. The A-12 set a number of international and national records in 1924, mainly in speeds with a load at a distance of 100 and 200 km.

27. Letov S-20, Czechoslovakia, 1925. This fighter was designed by engineer Alois Smolek in 1925. It was a biplane equipped with a 300 hp Skoda HS 8 Fb engine. and armed with two 7.7 mm Lewis machine guns. After successful testing, the Czechoslovak Air Force ordered 105 S.20s. In addition, 10 more aircraft were purchased by the Lithuanian Air Force. In the photo - the only surviving specimen in the world.

28. Aero Ab-11. The A.11 was built in Czechoslovakia between the First and Second World Wars. The main design feature of the A.11 was the ability to install various types of engine without significant structural modifications. This was one of the reasons for the many years of successful use of aircraft of this type. In total, there were at least 22 variants of the machine.

A.11 was maneuverable, durable and reliable aircraft. Thanks to these qualities, it was produced in large quantities, for those times. In total, more than 440 cars were built in different versions. The A.11 set a number of records, including the Czech record for longest flight (13 hours 15 minutes), set on September 13, 1925. At the same time, the Aero A.11 took the first three places in the competition for the Aviation Prize of the President of the Czech Republic.

In 1926, A.11 made a demonstration flight of 15,000 km in twenty-three European countries, North Africa and Asia Minor. And in 1927, the A.11 built for Finland, controlled by the Aego pilot Novak, made a loop 225 times within 45 minutes. Modification "Ab-11" meant a bomber.

29. So the Czech pilots, apparently, rested in the intervals between setting the next flight records.

30. Aero A-18C, Czechoslovakia, 1924. This biplane fighter was built in the 1920s. Aero A-18C-
specially modified racing version, participated in the competitions of the Czech Aero Club. It would seem - a baby, but developed a speed of up to 275 km / h.

31. Aero Ap-32. The design of the A-32 began in 1925, that is, shortly after the end of the First World War, which left its mark on the appearance of the aircraft. In 1928, the A-32 was officially adopted by the Czechoslovak Air Force.

The Germans, who occupied part of Czechoslovakia during the Second World War, got several of these reconnaissance aircraft. Without hesitation, they quickly dealt with the ancient biplanes as unusable. Five A-32s went to the Slovak Air Force in 1939. They became part of 12 letka and continued to be used as training aircraft. Three of them were destroyed on March 24 during a Hungarian air raid on the Ves airfield. The Finns behaved quite differently. The Finnish purchasing commission liked the A-32 and in 1929 they placed an order for 16 aircraft.

32. Letov S-218. Czechoslovakia, 1926. This is a modernized Letov S-18, a complete reconstruction of the fuselage led to a new serial number. Soon the Finnish Air Force became interested in this model. In 1930-1931, the Finns received the first batch of 10 such aircraft. Soon, several dozen more aircraft were built in Finland under license. One of these is kept in the Finnish Aviation Museum in Vantaa.

33. Aero Ae-45, Czechoslovakia, 1947. One of the first Czech aircraft built after the Second
World War. The Aero 45 prototype made its first flight in July 1947. Production aircraft for the first time
shown to the public in the UK in 1949, where a car that reached a speed of 262 km / h won a prize
Norton Griffiths.

Ae-45 got the gold medal as the first to cross the Sahara desert. This model
fully equipped with the necessary radio equipment, measuring and navigation instruments, was
adapted for night flights. In ordinary life, the aircraft was used for civilian purposes, such
as the transportation of victims, or simply as an air taxi.

34. Letov S-2, one might say, the first stone in the foundation of the Czech aircraft industry. The S.A., shortly renamed the Sm-1 ("Smolik"), was an all-wood biplane. The aircraft was armed with machine guns: the first pilot had a stationary synchronized Vickers machine gun, and the observer had a mobile twin Lewis machine gun.

The observer also had a camera and a radiotelegraph. Basically Sm-1 was used as a reconnaissance and light
bomber - it could carry two 50 kg bombs and 12 10 kg bombs. Despite its shortcomings, "Smolik" for
The young Czechoslovak aviation industry was of vital importance. He was proof
that Czechoslovakia is able to independently provide itself with aircraft and not depend on supplies from France.
The S-2 was the first Czechoslovakian military aircraft to fly abroad.

35. Aero A-10, Czechoslovakia, 1922. This is one of the first aircraft of Aero Tovarna's own design.
Letadel Dr Kabes. And besides, this six-seat biplane gained fame as the first commercial aircraft,
built in Czechoslovakia.

36. Despite its angular shape, the fuselage housed comfortable lounge for five passengers, there was a luggage compartment behind it. The power plant consisted of Maybach six-cylinder in-line engines, a large number of which were left by the Germans in Czechoslovakia at the end of the First World War.

38. War is war, but it gave a new impetus to the development of the aircraft industry. And the Soviet, including.

MiG-19 (1953) on the right, Yak-23 on the left. In the Soviet Union, the Yak-23 was not widely used. Poland became one of the largest foreign owners of the Yak-23. There were also plans to produce the Yak-23 in Czechoslovakia at the Rude Letov enterprise, but they remained unrealized. The volumes of deliveries of these aircraft from the USSR were small. The first 12 aircraft arrived in containers at the Mlada airfield at the end of the 1950s, subsequently nine more fighters of this type were added to them.

39. MiG-15UTI-P, Soviet two-seat jet training aircraft, created on the basis of the MiG-15 fighter. Developed in the late 40s. Wikipedia says that the training MiG-15 with the letter "P" was of two types "ST-7" and "ST-8". The first project was intended to train radar operators and interceptor pilots. For this
converted two serial MiGs, one of which crashed in 1953. Ultimately, the tests were completed with unsatisfactory results.

As part of the second project, and at all - only one aircraft was developed, it was tested in 1955. But the development project also did not receive. If this is so, and the signature under the exhibit is true, then the photo is a very rare specimen.

40. He is on the right. Left - MiG-17F.

41. Gloster Meteor F.Mk.8 "Meteor" (England, 1944) - the only Allied jet fighter that took part in the Second World War. The first sortie of Meteor fighters took place on July 27, 1944, and the first cruise missile was destroyed by the pilots of the 616 Squadron on August 4. In total, Meteors destroyed 14 V-1s during the war. From April 1945, British jet fighters took part in combat operations in continental Europe, but they did not conduct a single air battle with German Me 262 jet fighters. Meteors did not participate in attacks on piston german planes. They were engaged only in attacking ground targets.

By the way, the Soviet MiG-15s in the skies of Korea became the first air opponent of the British fighters. In total, about 4 thousand aircraft of all modifications were built. Quite a few Meteors have survived to this day.

The Gloster Meteor F. Mk.8 shown here, serial number EG247, was built by the Avions Fairey Company from components supplied by the Gloster Company. He was in service with the 1st Fighter Wing of the Belgian Air Force, and then served as a target towing aircraft. In 1965, the aircraft was sold, and five years later, its owner, J. Leemans, gave it to the Belgian Aviation Museum in Brussels. The machine was then used several times for promotional purposes and as a source of spare parts for the restoration of other aircraft. In March 1989, the Czech Aviation Museum acquired it through an exchange. The aircraft was refurbished in 1992, and in 1998 it was re-armed and painted from the 4th Squadron, 1st Fighter Wing stationed at Bevekom Air Base. The last overhaul of the Gloster Meteor F. Mk.8 fighter was carried out in 2009.

42. Lockheed T-33 T-Bird, a two-seat aircraft designed to retrain pilots from propeller to jet aircraft.

43. I will finish this part with, perhaps, not quite an ordinary model. This is Mignet HM-14 Pou du ciel.

In the early 1930s, the designer Henri Mignet began developing his brainchild - the Pou du ciel (Flying Flea) aircraft. Its main concepts were described in the so-called "Mignet formula". The final version - HM-14 Pou du ciel took to the air on September 10, 1933. The aircraft was equipped with a 25 hp Aubier et Dunne motorcycle engine. The HM-14 was almost certainly the first airplane that almost every hobbyist could build. Its assembly cost about 350 dollars.

Soon, in many European countries, especially in France, the USSR, Germany, Italy, Scandinavia and the UK, dozens of aviation enthusiasts began building their own aircraft. But after a series of disasters in France, a ban was imposed on the construction and operation of the Flea.

Today, the furniture factory, converted by Henri Mignet into an aircraft manufacturing enterprise, under the Mignet brand produces both finished aircraft, and KIT sets with a tandem scheme. Aircraft model markings begin with the HM index. Over the years, enthusiasts have continued to build their own aircraft, modifying the original design. French amateurs hold an annual competition in June each year.

In the second part, I will try to talk about post-war aircraft. I will also post instructions on how to get to the museum.

L-410 UVP-E20 - universal twin-engine aircraft Czech production for local airlines, accommodating 19 passengers. Designed for operation on unprepared unpaved, grassy, ​​snowy areas, as well as on airfields with short runways (about 600-700 meters), which, in fact, makes it an aircraft in the off-road category. The first flight of the L-410 was made on April 16, 1969. The main customer of the aircraft was the Soviet Union. In addition, the L-410 was also supplied to Bulgaria, Brazil, Hungary, East Germany, Libya, and Poland. Despite the fact that the plant is located in the Czech Republic, it considers itself a part of the Russian aviation industry: the grounds for this were laid during its development and during its long history of operation. As of 2012, more than 400 L-410s are in operation worldwide.

Production site of Aircraft Industries in Kunovice, Czech Republic.
The Aircraft Industries plant, better known under the Let Kunovice brand, is located 300 km from Prague. The plant employs 920 people.
The enterprise manufactures the aircraft according to the full production cycle - it has its own lines for surface treatment of materials, paint and varnish production, a machine shop, assembly shops, a design bureau and an airport.

Workshop for the production of parts of the fuselage L-410. The enterprise is expanding and modernizing production - light green equipment is intended for the production of a new generation of aircraft L-410 NG (New Generation).
The production capacity of the plant is 16-18 new aircraft per year.
About 80% of aircraft are delivered to Russia. Over the past four years, 35 aircraft have been delivered to Russia.

Production of parts on a CNC milling center from the French company Creneau.

Cleaning parts before molding

Press molding

Punching press

Design documentation - drawing of the spoiler

Wing spar fabrication on a 5-axis CNC milling machine.
In the production, Russian duralumin produced by Kamensk-Uralsky Metallurgical Plant OJSC is used. The total share of components from Russia in the L-410 aircraft is about 15% - this is a legacy of the fact that the aircraft was developed by order of the USSR and with the participation of Soviet designers.

Wing panel production

Front wing assembly

Checking the quality of riveting on an aircraft wing

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

Riveting work in the middle part of the fuselage

Installation of floor panels

Rear fuselage production

Manufacture of engine air intake part

Production of an air intake part for the CASA CN-235 aircraft within the framework of industrial cooperation.
The plant also cooperates with Boeing for the Boeing 787 aircraft.

Assembly conveyor of aircraft L-410 UVP-E20. It is located in one of the newest buildings of the plant, originally designed for the production of L-610.
In one half of the building there are two lines for the production of new L-410 aircraft, in the second half there is a workshop for servicing aircraft coming out of service.

At the same time, about 10 aircraft are in the assembly shop. The fuselage, wing, end tanks and tail unit come to the beginning of the line from the paint shop.
At the end of the line are aircraft undergoing flight tests and preparing to be shipped to customers.
Over the entire history of its existence, the plant has produced over 1150 aircraft of the L-410 family.
More than 850 of them were delivered to operators in the USSR.

The process of finishing the luggage compartment of the aircraft in the nose after the completion of the installation of electrical equipment

Assembling the emergency exit door

The nose of the aircraft with serial number 2915. The weather radar antenna is visible.
The forward luggage compartment doors are open.

Installation of avionics in the cockpit. Avionics traditionally include devices from Russian manufacturers

Installation of electrical equipment in the aircraft cabin

Installation of wiring harnesses

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

The AV-725 five-blade propellers (Avia Propeller) together with the GE H80-200 engine make up the new power plant for the L-410 UVP-E20 aircraft. It has been installed since January 2013 on all new aircraft and is certified by EASA and the Russian AR IAC.
Young people in production are not uncommon, also due to the presence of their own vocational technical school on the territory of the plant.
The average age of the company's employees is 44 years.

Work on the GE H-80 engine carried out by a representative of GE Aviation Czech, Prague (former Walter plant).

The final assembly stage takes about 5 months - this is the most expensive part of production, so within its framework, engines, landing gear and all avionics are installed on the aircraft, where each individual unit can cost 100-250 thousand Euros.
The total duration of the aircraft production cycle from the production of the first fuselage components to the completion of flight tests takes a little less than a year.

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

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

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

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

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

Leaving with a turn
Practical ceiling - 8000 meters

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

Castle New Svetlov (1480), Bojkovice.

The medieval Gothic castle Buchlov (XIII century) is located 10 km from Kunovice.
Buchlov Castle is one of the most beautiful castles in South Moravia - the southeastern region of the Czech Republic.

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

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

For all questions regarding the use of photographs, write to e-mail.

L-610 - swan song of the Czech aviation industry...

Trying to convince the fans of European integration in Ukraine, we see, is useless. Logical arguments based on scientific analysis do not work on them. For for them, Europe is a kind of fetish: everything is fine there, everything is perfect, and all the problems of Ukraine will be miraculously solved as soon as we also get there. And Petro Poroshenko, on the day of his inauguration, generally stated that "Ukraine's European choice is the heart of our national ideal."

Many of us like to rant about high technologies that supposedly will pour to us from Europe along with the golf stream of coveted investments. They remember our pride - the aircraft industry and the rocket and space industry.

But here's the problem. We are faced with the example of the former socialist countries of Eastern Europe - the Czech Republic, Poland, Romania, in which, after the collapse of socialism and joining the "family of European peoples", the once developed aircraft industry fell into a noticeable decline. For it flourished with abundant orders from the USSR, and in Europe its large-scale high-tech products were simply unnecessary - well, except for light sports airplanes and gliders that are produced by small firms; Yes, in addition, more components for Western firms.

So we have every reason to believe that our glorious aviation industry, already barely making ends meet, after the imposed break with Russia and possible entry into Europe, will completely die. And as case study For our edification, we will bring the Czech Republic, a country with a long and distinguished industrial tradition.

Albatrosses were left without wings

In Czechoslovakia, the aviation industry originated, one might say, at the very dawn of aviation. Thus, Avia, a well-known company between the world wars, was founded in 1919. Its pre-war fighter Avia B.534, by the way, is considered by some to be the pinnacle of biplane fighter development. Equally old (1919) is the company Aero Vodochody, stationed in Prague's Vodochody district.

During the war years, the Germans concentrated on the territory of Czechoslovakia large capacities that supplied aircraft for the Luftwaffe. After the defeat of fascism, the Czechs continued to produce German aircraft for some time, then switched to licensed production of such outstanding Soviet aircraft as the Il-10, MiG-15, MiG-21.

L-39 Albatros

And later, the Czechs began to create their own very decent winged cars. The most famous of them is the Aero L-39 Albatros two-seat training aircraft (TCA), simple, cheap and reliable, which has enjoyed and continues to enjoy the well-deserved love of aviators in many countries of the world. About 3 thousand of these machines were assembled - about the same as were built by such popular Western trainers as Dassault / Dornier Alpha Jet, BAe Systems Hawk, Aermacchi MB-339, Pilatus PC-7 and PC-9 and EMBRAER EMB- 312 Tucano combined!

L-29 Delfin

However, the predecessor of the L-39, the L-29 Delfin, which served for almost half a century, was produced in even greater numbers - 3.5 thousand pieces!

"Albatross" in the 1970s became the standard training aircraft in all states of the Warsaw Pact, with the exception of Poland. The Poles, who were proud of their aviation industry, preferred their own PZL TS-11 Iskra trainer. However, the main buyer of the L-39, of course, was the Soviet Union - the Air Force and DOSAAF purchased 2 thousand units of such devices! Many of these machines, inherited from the USSR, are now operated by the Ukrainian Air Force.

After the fall of the Iron Curtain, in 1990, one L-39 arrived in England for the anniversary show "Battle of Britain", where it made a splash. In principle, this aircraft is technologically inferior to modern Western trainers, in particular the modernized British Hawks, but it is very attractive to poor third world countries due to its low price and simplicity. In the 90s, the Czechs tried to improve their famous car by proposing a new version equipped with a Western engine and avionics, the L-139 Albatros 2000. However, things never went beyond the construction of a single prototype that took to the air in 1993. At the JPATS competition, announced jointly by the Air Force and the US Navy, he lost to the American Beech T-6 Texan II turboprop.

Perhaps the only major export success of Aero in the post-socialist period can be considered the delivery in 1993-1997 of 40 modernized L-39ZA / ART to the Royal Thai Air Force. In addition, the Czechs still sold old orders for the L-39 from Algeria and Egypt.

AT Russian Federation L-39 aircraft are still in service, but their fleet is steadily declining, incl. and because since the beginning of the 90s, the Czechs have been creating problems with the supply of spare parts. The L-39 will be replaced by the Russian Yak-130, which has recently entered service. This is an excellent new generation combat training aircraft, supersonic, equipped with the latest technology. And at the same time, it is relatively cheap compared to similar Western trainers (in 2011, the Yak-130 cost $ 15 million versus $ 21 million for the South Korean KAI T-50 Golden Eagle and more than $ 25 million for the Hawk or the Italian AleniaAermacchi M-346 Master).

However, the biggest fiasco for Aero was the project of the Aero L-159 ALCA light multi-purpose strike aircraft. This single-seat vehicle (there is also a two-seat version) has been created since 1993 on the basis of the proven L-39 / L-59. Boeing specialists also participated in the work (the company initially had a 35% stake in the project). The new aircraft turned out, according to experts, excellent. It received modern NATO-standard avionics (including radar and a GPS navigation system) manufactured by leading Western firms.

However, only 72 cars were built - by order of the Air Force Czech Republic. Their deliveries began in 1999, and already in 2003, when the order was completed, there was a major reduction in the armed forces of the Czech Republic. To date, about half of the L-159 aircraft have been withdrawn from combat units and put into storage. The manufacturer unsuccessfully tried to promote its product to foreign markets. L-159 aircraft were offered, in particular, to Venezuela and Greece. As far as we know, even the machines that have become unnecessary for the Czech Air Force have not yet been sold.

The reason for the failure is obvious. The needs of the air force of the small Czech Republic are too small to organize a full-fledged serial production, NATO allies do not need Czech aircraft (they have their own!), And the country has closed the Russian market for itself. On the other hand, the Czech Republic itself closed itself to products of the Russian military-industrial complex, switching to the acquisition of Western military equipment instead of Soviet-made equipment.

As for the promotion to the markets of third world countries, the former success of the L-29 and L-39 there was largely due to the support of the USSR again. And the point is not only that the Soviet Union could “strongly recommend” this or that weapon system to its African and Asian allies. Another thing is important: in order for the world to become interested in an aircraft (tank, armored personnel carrier, missile, etc.), this model of military equipment must undergo successful operation and combat use in armed forces large and authoritative states (Russia, USA, France, Britain, etc.). The acquisition of military equipment by such a state is the best advertisement for it. Therefore, it is important for the military-industrial complex of Ukraine to supply its products to Russia, and on this basis it would be possible to enter the markets of Asia, Africa and Latin America.

The Aero company now survives mainly by producing components for aircraft in other countries: for Boeing, Airbus airliners and the Brazilian company EMBRAER; cannon ports for F / A-18 Super Hornet fighters and so on. Such activities, of course, also have the right to exist, and the company can find such a market niche. That's just the cessation of the creation of their aircraft means the loss of the national design school ...

Without Aeroflot - nowhere!

Another landmark Czechoslovak aircraft was once well known to Soviet citizens. This is a twin-engine turboprop passenger plane for local airlines Let L-410 Turbolet from Let Kunovice (Kunovice is a town in the vicinity of Uherske Hradiste on the border with Slovakia). By 1997, about 1,000 aircraft of this type were produced, of which up to half were acquired by Aeroflot. In 1997, their production was stopped.

L-410 Turbolet

It was for the Soviet customer, under his specific requirements, that the Czechs designed the most massive modifications of the L-410 - L-410UVP and UVP-E. One of the main requirements for them was the ability to operate in extreme climatic conditions - in the temperature range from -50 to +45 degrees. In reality, we note that the Czech aviation masterpiece withstood minus 60!

These reliable cars are still flying today, having moved into the fleets of small airlines, including Ukrainian ones. In addition, about 50 L-410s entered the army at one time. different countries- were used as light transport, communications, training and even reconnaissance vehicles. One of the largest military operators of the L-410 was again the Soviet Air Force.

In the 90s, demand for products fell sharply, and the rate of assembly of the L-410 decreased from 50 cars per year to 2–5. In 2005, Let was renamed LET Aircraft Industries and attempted to relaunch the L-410 with the L-410UVP-E20 and L-420 variants. Their customers were a number of "old" operators and South American airlines, but the Czechs could not even dream of the former sales volumes!

The situation improved slightly after in 2008, 51% of the company's shares were bought out by the Russians - OJSC Ural Mining and Metallurgical Company (UMMC). Moreover, in 2013, UMMC acquired the remaining stake, becoming the sole owner of Let. In 2010-2012, the production rate increased slightly - up to 8-10, and now there are plans to bring it up to 16-18 aircraft per year. Also, however, not so hot ...

In the 1980s, Let designed based on the L-410 (its usual capacity is 15 passengers) a much larger and more powerful L-610 - 40-seat, with a pressurized passenger cabin (first flight - 1988). It could replace the old regional airliners of the An-24 type, but the coming era of the collapse of the USSR and military-political and economic associations (the Warsaw Pact Organization, the Council for Mutual Economic Assistance) put an end to the career of a promising machine. Sales turned out to be sluggish, sporadic; Thus, the Czech Air Force acquired only one L-610, and then decommissioned in 2007.

In the east of the Czech Republic, in Moravia, in the city of Zlin (at one time it was called Gottwald) there is still a company called Zlin Aircraft (also known as Moravan). It specializes in the construction of light aircraft, of which more than 5,000 have been produced since 1934. Interestingly, her Zlin Z-326 and Z-526 were portrayed by Messerschmitts in the epic film Liberation and the film Only Old Men Go to Battle. And its production volumes have fallen sharply since the early 90s, when the state-owned enterprise was transformed into a joint-stock company. During all this time, no more than 200 cars were produced.

In general, for the aircraft industry of the Czech Republic, the country's accession to Europe did not create a new market - but the old one was lost forever ...

Because we are "out there" - strangers and competitors

Proponents of European integration argue in the following spirit: they say, after integration into Europe, our industrial producers will reorganize, switch to European standards, raise the quality of products and then it will become competitive in the West.

It takes an incredibly naive person to believe in fairy tales about a free market, in which competitiveness is allegedly determined only by the quality of products at an affordable price.

Indeed, in a number of high-tech industries, Ukraine today, after more than 20 years of collapse and degradation, is still able to produce worthy products that are not inferior to Western counterparts, and at the same time cheaper. The trouble is that their access to Western markets by hook or by crook will be blocked by local monopolies using lobbies in parliaments and ministries and many other, by no means market levers of competition. This is especially true for the military-industrial complex, which is associated with almost all high-tech industries.

We remember how Ukraine's attempts to interest European NATO countries in the long-suffering An-70 failed. The Europeans, however, preferred to launch the program to create their Airbus Military A400M and intend to complete it, despite the considerable problems that have arisen that have postponed the adoption of this military transport aircraft for many years. But our An-70 is no worse. And in the case of mass production, it would cost half as much!

So, whatever one may say, it would be possible to save the An-70 only if this aircraft nevertheless began to be delivered in large quantities to Russia. However, after all the changes that have taken place and are currently taking place in Ukraine in its relations with Moscow, such a possibility now seems close to zero, so that the Ukrainian An-70 will, apparently, be given up.

And here is another fresh and vivid example from the relations between the Western allied states themselves. In the 2000s, the US Air Force announced a KC-X competition for a new tanker aircraft to replace the Boeing KC-135 Stratotanker, which had served quite well (since the 50s). Two cars entered the fight for the contract. First: the Airbus A330 MRTT (Multi-Role Tanker Transport) refueling transporter, which received the military designation KC-30 in the United States, and is jointly presented by the European concern EADS and the American company Northrop Grumman. His rival was the KC-46, created on the basis of the Boeing 767-200 airliner.

The competition turned out to be scandalous. In 2008, the US Air Force chose a "European", but the result was disputed by Boeing and a number of high-ranking US politicians. In the end, everything was outplayed in favor of the KC-46, and now it should go into service. Although in comparative tests, the KC-30 showed superiority over its competitor. For example, in the "truck" configuration, it is able to carry 32 standard 463L pallets against 19 in the case of a rival.

So what do you think: will the An-70 be able to replace the product of the Aurbus concern in Europe or the new turboprop transporter Lockheed Marnin C-130J Super Hercules in the United States? The question, as it is customary to say in such cases, is rhetorical.

Small in its geographical size, the Czech Republic is one of the most developed European countries in the field of small aircraft. Curious facts: in total, there are more than 80 take-off sites in the country, there are airfields with a developed infrastructure, which are located on a territory that is 2 times larger than the entire Moscow region.

To fly in a private jet in the Czech Republic, you should contact AVIAV TM (Cofrance SARL).

Small aviation in the Czech Republic

Many future pilots prefer to study flight skills in the Czech Republic. Profiles work here educational establishments The two types are flight school (FTO) or flying school (ATO). They can obtain a private jet pilot's license according to EASA standards - an agency that standardizes both training and flights in the EU. Accordingly, having received a license in the Czech Republic, you can easily move around Europe.

Another advantage of this country is that it is very good climate allowing flights throughout the year. Thus, you can book a plane in the Czech Republic even in winter, when the air temperature here is from minus 5 to plus 5 degrees Celsius.

The landscape of this country is also curious: in the middle Czech Republic there are mainly plains, and in the north there are mountains. Accordingly, flights here can be very interesting and varied.

Order a plane in the Czech Republic

Small aviation services in the Czech Republic are provided by the broker AVIAV TM (Cofrance SARL).

Many years of experience, a wide base of aircraft and helicopters, excellent knowledge of Europe - that's why you should choose cooperation with Cofrance SARL.

How to book a plane in the Czech Republic? Without leaving your home or office! You simply call a broker or place an order on the site, then in a conversation with a personal Russian-speaking manager of the company, you discuss which aircraft or helicopter you need, the route of travel, the date of the flight, and the need additional services. If you are in doubt about the aircraft model, the broker's consultant will definitely help you.

The Cofrance SARL database includes long-haul and short-haul aircraft, as well as helicopters. All cars undergo regular technical inspection and are ready to fly immediately after placing an order.

After you make your choice, the broker's employee will have to make sure that the selected aircraft is not busy - and you can hit the road.

Business aviation in the Czech Republic

Many business aviation aircraft are manufactured in the Czech Republic.

For example, an aircraft such as the Sonata, which is manufactured by Airsport, is very popular. The company is engaged in the manufacture of motor gliders, which are great for novice pilots. The company's most advanced model is the Airsport Song.

An excellent business jet is on the account of Let. This is a Let L-410. Interestingly, in the 80s of the twentieth century, the company developed the Let L-610 liner, but as a result, it is the L-410 aircraft that is being produced to this day.

Finally, it makes sense to mention the machine from AirLony - Airlony Skylane UL. This jet is a licensed copy of the Cessna 182 compact aircraft.

As for the prices for business aviation services, they range from 1,500 to 3,000 USD. per flight hour.

Business aviation in the Czech Republic is a great opportunity to improve the quality of travel. Fly with pleasure!