Aero (Odolena-Water). The largest Czech aircraft manufacturer Aero Vodochody was founded in 1919 and will soon celebrate its centenary. Aero primarily produces military equipment, and the company's two flagships are the light fighter and training aircraft L-39NG and its more “aged” analogue L-159. The picture shows a classic - Aero L-159 Alca of the Czech Air Force (first flight in 1997, mass-produced since 2000).
AirLony (Steti). Small manufacturer founded in the mid-1990s. He builds the only AirLony Skylane UL model - a licensed copy of the four-seat Cessna 182. In fact, it is in the picture. 
Airsport (Zbraslavich). A small company that makes motor gliders from composite materials. On at the moment There are three models in the line - Sonata, Sonet and Song, differing in physical dimensions (wingspan from 10.2 to 15 m). The picture shows the most technically advanced Airsport Song model. 
Skyleader (Jihlava). Enough large company, which builds sports aircraft - 6 models with piston engines and one jet (!), which is a serious application for a private manufacturer. The company also has various flight simulators for training, flight school, research projects. The picture shows the oldest of the piston models, the spectacular Skyleader 600. 
ATEC (Libice nad Cidlinou). Founded in 1992 and a very successful company that produces light sport aircraft in fully assembled form, as well as in kit format for self-assembly. Today the range includes 7 aircraft models, including one flying boat. The photo shows the flagship model ATEC 321 Faeta. 
Czech Sport Aircraft (Kunowice). One of the oldest Czech companies producing small aircraft. It was founded in 1934, and today is one of the divisions of the American Piper Aircraft. The range includes two licensed Pipers. The picture shows the Czech Sport Aircraft PS-28 Cruiser model. 
Let (Kunowice). And here is the second aircraft manufacturing company from Kunowice, and also historical - founded back in 1936. The main model of the company is a large business jet (or a small transport aircraft, depending on the configuration) Let L-410, it is in the picture. It was being prepared to replace it back in the 1980s. new model, Let L-610, but in the end the 410th is still in production. 
TST (Brno). The company that makes motor gliders is, in principle, quite standard. There are three models in the line. Pictured is TST-14 Bonus. 
Direct Fly (Gluck). Czech manufacturer of ultra-light aircraft in small series. There are no kit kits in the range; aircraft are supplied only in fully finished form. The picture shows the Direct Fly ALTO 912 model, one of the ALTO line. 
TL-Ultralight (Hradec Kralove). This company, on the contrary, specializes in the production of kit kits (fully assembled cars - only by special order). The picture shows the TL-3000 Sirius model. 
L-610 - the swan song of the Czech aircraft industry...
Trying to convince fans of European integration in Ukraine, we see, is useless. Logical arguments based on scientific analysis do not work on them. Because for them, Europe is a kind of fetish: everything is fine there, everything is ideal, and all the problems of Ukraine will be miraculously solved as soon as we are there too. And Petro Poroshenko, on the day of his inauguration, generally stated that “Ukraine’s European choice is the heart of our national ideal.”
Many people here like to rant about high technologies that will supposedly flow to us from Europe along with the Gulf Stream of coveted investments. They remember our pride - the aircraft industry and the rocket and space industry.
But here's the problem. We have before us 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 nations,” the once developed aircraft industry fell into a noticeable decline. Because it flourished with abundant orders from the USSR, and in Europe its large-scale high-tech products turned out to be simply unnecessary - well, except for light sports airplanes and gliders that are produced by small companies; Yes, in addition, there are also components for Western companies.
So we have every reason to believe that our glorious aviation industry, already barely making ends meet, will have a long life after the forced break with Russia and possible entry into Europe. And as a concrete example for our edification, we will cite the Czech Republic - a country with long and noble industrial traditions.
Albatrosses were left without wings
In Czechoslovakia, the aviation industry began, 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 experts to be the pinnacle of the development of biplane fighters. Aero Vodochody, located in Prague's Vodochody district, is just as old (1919).
During the war, the Germans concentrated large facilities on the territory of Czechoslovakia, supplying aircraft equipment for the Luftwaffe. After the defeat of fascism, the Czechs continued to produce German aircraft for some time, then moved on to licensed production of such outstanding Soviet aircraft as the Il-10, MiG-15, and 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 two-seat training aircraft (TCA) Aero L-39 Albatros - simple, cheap and reliable, which has enjoyed and continues to enjoy the well-deserved love of aviators in many countries around the world. About 3 thousand of these machines were assembled - approximately the same number as such popular Western training vehicles were built as Dassault / Dornier Alpha Jet, BAe Systems Hawk, Aermacchi MB-339, Pilatus PC-7 and PC-9 and EMBRAER EMB- 312 Tucanos 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 larger quantities - 3.5 thousand units!
The Albatross became the standard training aircraft in all Warsaw Pact countries except Poland in the 1970s. The Poles, proud of their aviation industry, preferred their own PZL TS-11 Iskra trainer. However, the main buyer of the L-39, naturally, was the Soviet Union - the Air Force and DOSAAF purchased 2 thousand of such devices! Many of these machines, inherited from the USSR, are now used by the Ukrainian Air Force.
After the fall of the Iron Curtain, in 1990, one L-39 arrived in England for the Battle of Britain anniversary show, where it created a real sensation. In principle, this aircraft is technologically inferior to modern Western training aircraft, 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 offering new option, equipped with a Western engine and avionics - L-139 Albatros 2000. However, things never went beyond the construction of a single prototype, which took off in 1993. At the JPATS competition, announced jointly by the US Air Force and the US Navy, it lost to the American turboprop trainer Beech T-6 Texan II.
Perhaps the only major export success of Aero in the post-socialist period can be considered the delivery of 40 modernized L-39ZA/ART to the Royal Thai Air Force in 1993–1997. In addition, the Czechs also implemented old orders for the L-39 from Algeria and Egypt.
IN Russian Federation L-39 aircraft still remain 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 trainer, which recently began entering service. This is an excellent new generation combat training aircraft, supersonic, equipped with last word technology. And at the same time, it is relatively cheap in comparison with similar Western training equipment (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 Italian AleniaAermacchi M-346 Master).
However, the biggest fiasco for Aero was the Aero L-159 ALCA light multi-role attack aircraft project. This single-seat aircraft (there is also a two-seat version) was created starting in 1993 on the basis of the proven L-39/L-59. Boeing specialists also took part in the work (the company initially had a 35% participation in the project). The new plane turned out to be excellent, according to experts. It received modern on-board equipment of NATO standards (including radar and GPS navigation system), manufactured by leading Western companies.
However, only 72 vehicles were built, commissioned by the Czech Air Force. Their deliveries began in 1999, and already in 2003, when the order was completed, there was a major reduction in the Czech armed forces. To date, about half of the L-159 aircraft have been withdrawn from combat units and placed in storage. The manufacturer tried unsuccessfully to promote its product to foreign markets. L-159 aircraft were offered, in particular, to Venezuela and Greece. As far as we know, it has not yet been possible to sell even the vehicles that have become unnecessary for the Czech Air Force.
The reason for the failure is obvious. The needs of the small Czech Air Force are too small to organize full-fledged mass 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 has closed itself to products of the Russian military-industrial complex, switching to the acquisition of Western military equipment to replace Soviet-made equipment.
As for promotion to the markets of third world countries, the past success of the L-29 and L-39 there was largely due, again, to the support of the USSR. 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 the armed forces of large and reputable states (Russia, USA, France, Britain, etc.) .p.). The acquisition of military equipment by such a state is the best advertisement for it. Therefore, it is important for the Ukrainian military-industrial complex 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 and the Brazilian company EMBRAER airliners; gun ports for F/A-18 Super Hornet fighters, etc. Such activities, of course, also have the right to exist, and the company can find such a market niche. But stopping the creation of our own aircraft means the loss of the national design school...
Without Aeroflot - nowhere!
Another epoch-making Czechoslovak aircraft was once well known to Soviet citizens. We are talking about a twin-engine turboprop on a passenger plane for local airlines Let L-410 Turbolet from Let Kunovice (Kunovice is a town in the vicinity of Uherské Hradište on the border with Slovakia). By 1997, about 1,000 aircraft of this type were produced, of which Aeroflot acquired up to half. Their production ceased in 1997.
L-410 Turbolet
It was for the Soviet customer, to meet his specific requirements, that the Czechs designed the most widespread modifications of the L-410 - L-410UVP and UVP-E. One of the main requirements for them was the ability to operate in extreme conditions. climatic conditions– in the temperature range from -50 to +45 degrees. In fact, we note that the Czech aviation masterpiece withstood minus 60!
These reliable machines still fly today, having moved into the aviation 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 pace of L-410 assembly decreased from 50 vehicles per year to 2–5. In 2005, Let was renamed LET Aircraft Industries and attempted to relaunch the L-410, offering 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 previous sales volumes!
The situation improved slightly after in 2008, 51% of the company’s shares were bought by Russians - OJSC Ural Mining and Metallurgical Company (UMMC). Moreover, in 2013, UMMC acquired the remaining stake, becoming the sole owner of the Let company. In 2010–2012, the production rate increased slightly – to 8–10, and now the plan is to increase it to 16–18 aircraft per year. However, it’s also not so hot...
In the 1980s, the Let company designed, based on the L-410 (its usual capacity is 15 passengers), a much larger and more powerful L-610 - 40 seats, with a pressurized passenger cabin (first flight - 1988). It could have replaced 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 (Warsaw Pact Organization, Council for Mutual Economic Assistance) put an end to the career of the promising machine. Sales turned out to be sluggish and sporadic; Thus, the Czech Air Force acquired only one L-610, and it was decommissioned in 2007.
In the east of the Czech Republic, in Moravia, in the city of Zlin (at one time it was called Gottwaldov) there is still a company called Zlin Aircraft (also known as “Moravan”). It specializes in the construction of light aircraft, of which it has produced more than 5,000 since 1934. Interestingly, her Zlin Z-326 and Z-526 were portrayed by Messerschmitts in the film epic “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 Czech aircraft industry, 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
Advocates of European integration argue in the following spirit: they say, after integration into Europe, our industrial producers will rebuild, switch to European standards, improve the quality of their products, and then they will become competitive in the West.
You have to be an incredibly naive person to believe in fairy tales about a free market, where competitiveness is supposedly 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 capable of producing worthy products that are not inferior to their Western counterparts, and at the same time cheaper. The trouble is that their access to Western markets will be blocked by hook or by crook by local monopolies, using lobbies in parliaments and ministries and many other, not market-based, competitive levers. This is especially true for the military-industrial complex, with which almost all high-tech production is associated.
We remember how Ukraine’s attempts to interest European NATO countries in the long-suffering An-70 failed. The Europeans, however, chose to launch a program to create their own Airbus Military A400M and intend to see it through to completion, despite the considerable problems that have arisen that have delayed the adoption of this military transport aircraft for many years. But our An-70 is no worse. And if mass production were established, it would cost half as much!
Therefore, whatever one may say, it would be possible to save the An-70 only if this aircraft began to be delivered in large quantities to Russia. However, after all the changes that have happened and are currently occurring in Ukraine in its relations with Moscow, such a possibility now seems close to zero, so the Ukrainian An-70 will apparently be put to rest.
And here is another fresh and striking example from the relationship between the Western allied states themselves. In the 2000s, the US Air Force announced the KC-X competition for a new refueling aircraft to replace the well-used Boeing KC-135 Stratotanker (since the 50s). Two cars entered the fight for the contract. The first: the Airbus A330 MRTT (Multi-Role Tanker Transport), which received the military designation KC-30 in the States, presented jointly by the European concern EADS and the American company Northrop Grumman. Its 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 the “European”, but the result was disputed by Boeing and a number of high-ranking US politicians. As a result, everything was replayed in favor of the KC-46, and now it should enter service. Although in comparative tests the KC-30 demonstrated superiority over its competitor. For example, in the “truck” configuration, it is capable of transporting 32 standard 463L pallets versus 19 in the case of its rival.
So what do you think: will the An-70 be able to displace the Aurbus concern’s product in Europe or the new Lockheed Marnin C-130J Super Hercules turboprop transporter in the United States? The question, as is usually said in such cases, is rhetorical.
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 aircraft L-410 UVP-E20. It has been installed on all new aircraft since January 2013 and is certified by EASA and the Russian AR MAK.
Young people in production are not uncommon, also due to the presence of their own vocational technical school on the territory of the plant.
The average age of the company's employees is 44 years.
Work on the GE H-80 engine, carried out by a 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 pilot training in Sasovsky flight school 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.
1. The museum was founded in 1968 on the territory of the historical military airfield in Prague - Kbely. It was the first Czechoslovak air base, established in 1918. The museum currently has 275 aircraft in its collection.
2. This is what the pilots of airplanes with an open cockpit looked like
3. Airplane Morane Saulnier MS-230 ET-2, France, 1932
4. Wood glued multi-layer screw, leading edge reinforced with metal
5. Airplane Avia Ba-122, Czechoslovakia, 1936. Aerobatic aircraft, multiple winner of various air shows
6. Czechoslovakian pilots from the First Republic between flights. In the hands, of course.
7. SPAD S-VIIC.1 fighter, France, 1916. A large number of these aircraft were purchased in France after the end of the 1st World War.
8. Airplane Ae-10, Czechoslovakia, 1919. Aircraft mechanic at work.
9. Airplane Avia Bk-11, Czechoslovakia, 1923
10. De Havilland DH-82A Tiger Moth Mk. II, Great Britain, 1931
11. The wing of a historical aircraft that flew from Prague to Beijing in the 1920s.
12. Military transport aircraft LI-2, USSR, 1942, slightly modified American aircraft Douglas DC-3.
13. Training aircraft PO-2 (U-2) “Kukuruznik”, USSR 1929. During the war it was used as a night bomber.
14. LA-7 fighter, USSR 1943
15. IL-2M3 attack aircraft, USSR 1942
17. Attack aircraft AVIA B-33 (IL-10 BEAST), Czechoslovakia 1951
18. Aero C-3a military transport aircraft (Czech version of the German Siebel Si 204).
21. Avia S-199 fighter (Czech version of the Messerschmitt Bf 109G / K), 1946. After the 2nd World War, a large number of Messerschmitt Bf 109G airframes remained on the territory of Czechoslovakia, and the Avia plant processed them to install the Junkers Jumo 211D engine .
24. The Messerschmitt Me.262 "Schwalbe" fighter was the world's first production jet aircraft, and the world's first jet aircraft to participate in combat operations. It continued to be produced under the Avia S-92 and Avia CS-92 brands after the war in Czechoslovakia. The production of these aircraft became possible due to the fact that at the end of the war the Czech industry produced a full range of fighter components, including its BMW and Jumo engines, although I didn’t assemble the plane. On August 27, 1946, the first flight of the Czech S-92 took place.
From MiGs to GripensAviation and Air Defense Forces of the Army Czech Republic(this name was originally given to the Air Force of the sovereign Czech Republic) were formed on January 1, 1993 after the once united Czechoslovakia was divided into two independent states. In accordance with the agreement reached between the two new countries, all weapons and military equipment of the Czechoslovak Army were distributed to the armed forces of the Czech Republic and Slovakia according to the approved list. As a result, the Czech Air Force received all the MiG-23BN, MiG-23MF, MiG-23ML and MiG-23UB aircraft available in Czechoslovakia; MiG-29 fighters were divided equally, and the rest aviation equipment distributed in a ratio of approximately 2 to 1 in favor of the Czech Republic. Among those inherited from her union state Soviet-made aircraft included 52 MiG-21MF fighters, 21 MiG-21R reconnaissance aircraft and 24 MiG-21US and MiG-21UM combat trainers.
However, the exploitation of most of them by the new “owner” turned out to be short-lived.
Having set a course for joining NATO, the Czech government began to gradually free itself from Soviet-made military equipment. Already in 1994, all MiG-21R, MiG-21US, MiG-23BN and MiG-23MF aircraft were removed from service. In the same year, all MiG-29 fighters available to the Czech Republic were transferred to Poland. Four years later, the Czech Air Force removed the MiG-23ML fighters and combat trainer MiG-23UB from service, and in 2000, all 24 Su-25K attack aircraft inherited from Czechoslovakia (along with one two-seat Su-25UBK). In 2002, 36 Su-22M4 and Su-22UM3K fighter-bombers left service, and the only type of Russian combat aircraft in the republican Air Force remained, paradoxically, the oldest available - the light front-line fighter MiG-21MF (in total in 1971 -1975 102 such aircraft arrived in Czechoslovakia).
After a series of reorganizations and a significant reduction in the Czech Air Force, the MiG-21MF became the main fighter aircraft of the republic and was supposed to remain so until the arrival of new generation fighters. The Swedish Gripen was identified as the successor to the “twenty-first” in 2002, but in the meantime, in connection with the Czech Republic’s entry into NATO, it was decided to subject these aircraft to some equipment modernization so that they could be successfully used within the framework of the joint air defense system of the North Atlantic Alliance. 12 MiGs modernized in this way were called MiG-21MFN.
By the beginning of 2005, they were in service with the 211th squadron of the 21st tactical aviation base of the Czech Air Force at the Časlav airfield (the second, 212th, squadron at this base was equipped with new Czech L-159A aircraft, which replaced the country's Air Force removed from strike weapons Su-22 and Su-25). Even after the first batch of Gripens entered the squadron, the “good old” MiGs continue to remain on combat duty. Their final removal from service is scheduled for the end of this year, when Časlav will begin operating all received JAS39s (the remaining eight of the 14 ordered vehicles will arrive here in August).
As our magazine has already reported (see “Takeoff” No. 1/2005, p. 27), the Czech Republic became the first country in Eastern Europe to adopt the new Swedish JAS39 Gripen fighters. In accordance with the contract, the Czech Republic will lease 14 such aircraft for a period of 10 years - 12 single-seat JAS39C and two twin JAS39D. The first six Gripens arrived at the Časlav airbase, located 70 km southeast of Prague, on April 18 this year. Here they became part of the 21st air base of the Czech Air Force, which until now operated Soviet-made MiG-21 MF fighters. However, time takes its toll, and the legendary MiGs are giving way to more modern fighters. An air show at the Časlav airfield, held on May 21 of this year, was dedicated to the farewell to the MiG-21s, which served in the Czech Air Force for 45 years, and the adoption of the Gripens into service. Our special correspondents visited it.
Show
The organization of the holiday at the Časlav airfield was undertaken by the military of the 21st Tactical Air Base themselves, with the participation of the Czech Air Show Agency and the Kolin Aero Club. It must be said that there were no complaints against the organizers, with the exception of the cancellation of flights of the German F-4 Phantom aircraft (and how they would have looked in the same ranks with the MiG!) and the absence of the Yugoslav Galeb stated in the program - clearly, according to flights were on schedule, visitors could have a snack, buy model airplanes, T-shirts, patches and toys. Those who wished could practice shooting with automatic weapons. To the credit of the Czechs (as well as numerous Germans and Austrians), unlike guests of Russian air shows, they put garbage only in special bags, leaving both the grass and concrete of the parking lots pristinely clean. To be honest, both the airfield and the airfield are quite different from ours for the better, and the quality of concrete, lighting, markings, and other infrastructure is almost ideal.
The flights were divided into three large blocks - two military ones, almost identical in program (morning and afternoon) and a free flight - with performances by aircraft modelers (aerial combat of large-scale copies of aircraft from the Second World War), athletes, amateurs, presentations of replicas and retro, "rides" everyone on the An-2 and Moravians. An interesting performance was shown by amateur pilots: red ones filled with light gas were launched from the ground balloons, and the planes attacked them, trying to ram them with a propeller or wing. Having lined up in a conveyor belt, they again and again rushed to the next target, to the delight of the spectators, who kept a “battle score” for each of the participants.
The symmetry of the military parts of the show contributed to the fact that the spectacle was perceived without tension - if something was missed from attention in the first part, distracted by other matters, you can see it in more detail in the second, change the point of observation and perspective. The organizers gave the journalists this opportunity - after the first part of the flights, they were taken to a parking lot, where they could photograph in detail the flying equipment, the process of servicing it by technicians (with one exception - they were asked not to film the parking lots of MiGs on combat duty). By the beginning of the second military block, two buses with photographers were transported to the other side of the airfield - in order to shoot from the direction of the sun.
in one formation - the past, present and future of the Czech Air Force. The leader is a trio of Gripen aircraft, in the center is a flight of MiG-21 MFNs, and a pair of L-159A brings up the rear.
a pair of Czech MiG-21 MFN in a demonstration flight
The combat training MiG-21 UM takes off. Several "sparks" still remain in service with the 21st air base of the Czech Air Force
MiG-21 MFN aircraft were still on combat duty in Caslav in May. The photo shows an aircraft with two R-60 missiles and two drop tanks
This MiG-21 MFN has an unusual camouflage and bears the symbols of the 45th anniversary of the Časlav airbase.
Basic data of MiG-21 MF and JAS39C "Gripen" fighters
| MiG-21 MF | JAS39C | |
| Engine type | Р13-300 | RM12 |
| Engine thrust, kgf | 1x6600 | 1x8200 |
| Aircraft length (without PVD), m | 14,185 | 14,1 |
| Wingspan, m | 7,154 | 8,4 |
| Aircraft height, m | 4,71 | 4,5 |
| Wing area, m2 | 23,0 | 30,0 |
| Empty aircraft weight, kg | 5350 | 6820 |
| Normal take-off weight, kg | 8200 | 8500 |
| Maximum take-off weight, kg | 9320 | 14 000 |
| Fuel reserve (without fuel tank), kg | 2300 | 2270 |
| Maximum combat load weight, kg | 1300 | 4800 |
| Maximum flight speed at high altitude, km/h | 2175 | 1900 |
| Maximum flight speed near the ground, km/h | 1300 | 1320 |
| Maximum number of M | 2,05 | 1,8 |
| Practical ceiling, m | 16 800 | 17 000 |
| Maximum operational overload | 8,5 | 9 |
| Practical flight range, km | 1400 | 1800 |
| Run length, m | 800 | 400 |
| Run length, m | 550 | 500 |
To us, spoiled by the displays of aerobatic pilots and testers, the flight program of combat MiGs, L-159s and Gripens did not seem particularly difficult - mostly group passes, hills with afterburners, loops, rolls and dissolutions with a combat turn, although it looked quite spectacular. The vehicles flew with drop tanks, and the pair of “twenty-first” standing on duty under the NATO NATINEADS program also had missiles. Much more lively was the display of Aero-Vodohody factory tester Miroslav Shitsner on the L-159B.
We were truly pleased by the helicopter pilots who demonstrated the evacuation of a wounded parachutist on the Polish Falcon, accompanied by excellent dynamic aerobatics, and energetic combat maneuvering at low altitudes on the Mi-24V.
It must be said that the MiGs are leaving the Czech Republic, leaving a noticeable mark on the country’s aviation history. In 1951, the director of the Aviation Research Institute, Frantisek Horak, obtained permission from Stalin to produce the MiG-15, after which in 1953 a new plant with a capacity of up to 1000 aircraft per year was built in Vodochody near Prague, and at the beginning of 1954 the first of the MiGs built at the enterprise took off. A total of 3,405 MiG-15s of various modifications were produced in Czechoslovakia, followed by 103 MiG-19s and 194 MiG-21F13s. Few people know, but it was on one of the UTI MiG-15s built at the Aero plant that Yuri Gagarin and Vladimir Seregin took their last flight in 1968...
The baptism of fire of the Czechoslovak MiG-15 took place on March 10, 1953, when Jaroslav Sramek shot down an F-84 near Pilsen, and soon Jaroslav Novak opened a combat account of the destroyed reconnaissance balloons. Exactly one year later, Zdenek Voleman chalked up an American twin-engine intruder. About five thousand Czech and Slovak pilots served on MiG aircraft.
The pilots and technicians with whom we were able to talk at the Caslav airfield noted the exceptionally high reliability of the outgoing Soviet equipment. The only disaster in the unit with her participation - a mid-air collision between a MiG-21 MF and a MiG-21U - occurred in June 1999. Two pilots - Jaromir Zbranek and Ivan Kaiser - were killed, and Zdenek Svoboda ejected safely.
This spring, 21 Czech MiG-21 modifications MF, MFN and UM, along with spare parts, were sold to a private company (its name and contract amount are not disclosed). The 12 vehicles of the same type remaining in service were planned to be sold after receiving the Gripen, but their service life was once again extended - this time until June 30. Experts have different opinions about the future fate of the MiGs - some talk about the exhaustion of their service life, others insist on the possibility of extending it. But everyone is unanimous that in the near future these cars will be sold abroad.
Compared to the MiG-21 MF, the Gripen cockpit has fewer dial instruments, but there are liquid crystal indicators
preparing Czech Gripen aircraft for flights at the Časlav airbase. It is noteworthy that, unlike the MiG-21 MF, you must enter the cockpit of the Swedish fighter from the starboard side
to increase the flight range, Gripens almost constantly fly with a large ventral drop tank
after a demonstration flight, the Czech JAS39C lands on the strip of the Časlav airbase (in the background is a Tu-154M of the Czech Air Force). The remaining eight of the 14 Gripens ordered by the Czech Republic should arrive at the base in August.
As for the 14 multifunctional Swedish-British JAS-39, which are supplied under a leasing contract with a total value of about $850 million, all our interlocutors said that this equipment requires a completely different approach. Role software so large that the entire operating and training system had to be rebuilt. Finding out the features of programs, searching for answers in multi-volume manuals and calling the support service, which was previously not typical for aviators, takes up more and more of their time. However, the advantages of the approach incorporated in the creation of the aircraft, combining the ability to exchange data between attacking vehicles of the same group, ground-based radars and command posts, AWACS aircraft, an on-board system for monitoring the condition of units with maximum automation of the piloting process, should bring their combat capabilities to fundamentally new positions.
Answering the question why the Gripens did not show anything at the show that was very different from the aerobatics of the “twenty-first”, representatives of the Air Force referred to the short flight time - 50 hours on the new type for each of the pilots, which does not yet allow them to carry out a complex program.
One of the program numbers became symbolic - a group passage of three Gripen aircraft, four MiGs and a pair of L-159s. Disbandment - and new vehicles go up, those currently in service remain on the horizon, and those removed from service leave - they are rearranged into a bearing and take turns landing.
The instructive respectful attitude of Czech aviators towards the outgoing generation of combat vehicles, the show organized in honor of this event, free access to almost all the equipment that took part in it, combined with the festive atmosphere, the friendly attitude of our interlocutors towards guests from Russia made up a very good memory of visiting Caslav.
Photo report by Andrey Zhirnov
