Czech aviation industry in the service of the Luftwaffe: Aero. How light aircraft are made in the Czech Republic Light sport aircraft made in the Czech Republic

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. Two types of specialized educational institutions operate here - a flight school (FTO) or a flight school (ATO). They can be used to 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 has a very good climate, allowing you to fly 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 website, 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 for 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!

The L-410 plane, which crashed in the Khabarovsk Territory killed six people, is widely known in the former Soviet Union, despite its Czechoslovak past. It was developed in the late 1960s at the Let Kunovice aircraft factory. The history of the aircraft plant dates back to 1936 as a branch of the Avia Letnany plant, built as part of the development of the military-industrial complex of Czechoslovakia. During the occupation, the plant was engaged in the repair of fighter aircraft.

After the war, the plant was nationalized and car repairs began. In 1948, the company became part of the newly created Let company, and serial production of the Zlin 22 single-engine aircraft began in Kunowice.

In 1953, already at the new aircraft plant, licensed production of Soviet Yak-11 training fighters and Aero Ae-45 twin-engine civilian aircraft was launched.

In 1955, Kunovice began to produce the first model of its own design, created by Czechoslovak engineers under the leadership of Ladislav Smrchek, a light passenger aircraft Let L-200 Morava. The plant produced the Z-37 Cmelak ("bumblebee") agricultural aircraft, gliders and the L-29 jet trainer, which in 1961 became the main training aircraft of the Warsaw Pact member countries.

However, a landmark for the Czechoslovak aircraft was an order from the USSR for the development and production of a 19-seat turboprop aircraft L-410.

By the end of the 1960s, there was a need in the USSR for a small short-haul passenger aircraft of a new generation with a capacity of up to 10 people, capable of taking off and landing on unpaved airfields. And since the emphasis was on high efficiency, the aircraft had to be built with turboprop engines.

Despite the fact that the Beriev Design Bureau had an aircraft with the necessary characteristics (Be-30),

within the framework of cooperation between the CMEA member countries, it was decided to transfer the project to Czechoslovakia.

And this was not the only example of such cooperation. So, at one time the USSR transferred to Poland the production of the Mi-2 helicopter and the An-2 aircraft. Thanks to the course towards the integration of the CMEA member countries, the fleet of airlines of "friendly" countries was constantly replenished with Il-62, Tu-154, Tu-134 aircraft and Soviet-made helicopters, Czechoslovak L-410 aircraft and agricultural M-15, produced in Poland .

The USSR became the main customer of the L-410, where it became the most massive turboprop aircraft,

operated on regional routes, the first foreign-made aircraft to enter domestic air routes.

The L-410 is made according to the classical scheme of a twin-engine high-wing aircraft with a single-fin tail unit. The first prototype aircraft equipped with Pratt & Whitney PT6A27 engines took off on April 16, 1969. The first regular use of L-410A aircraft was started by the Czechoslovakian Slov Air (Bratislava) on local routes. In 1973, tests of the L-410M aircraft with Czech Walter M601A engines began. Until the end of 1978, the USSR received about a hundred L-410 aircraft.

“According to the designers’ plan, this turboprop machine will replace the An-2, Li-2 on local airlines of the CMEA member countries in the future,” wrote at that time.

In 1979, the aircraft was modified, and the L-410UVP model became the main serial one. The aircraft was distinguished by a longer fuselage, the use of spoilers and increased wing dimensions, which made it possible to improve one of its main characteristics - the abbreviation "UVP" meant "short takeoff and landing."

In total, more than 1200 L-410 units were produced, most of which (862) were sent to the flights of the Soviet Union, where they rightfully earned popularity for their reliability and unpretentiousness. L-410s could carry up to 19 passengers at a cruising speed of 380 km/h and were not very demanding on the runway - a normal dirt strip was enough.

The geography of their routes covered the entire territory of the USSR, from Sukhumi to Omsk. Having paid for a ticket not much more expensive than for a train, passengers could, for example, fly

from Krasnodar to Kerch, from Rostov-on-Don to Donetsk, from Sukhumi to Kutaisi, from Ryazan to Mariupol or Poltava.

By the beginning of 1992, about 750 such aircraft remained in the former USSR. Among them were transport, airborne and training aircraft used by the military, including in the USSR. After the collapse of the Eastern Bloc, the Kunovitsky plant fell into decay, the mass production of the L-410 was curtailed and the plant changed owners several times. The pace of production fell tenfold - from 50 cars a year to two to five. In 2008, a 51% stake in Let Kunovice (Aircraft Industries) was bought by the Russian company Ural Mining and Metallurgical Company, after which the production rate was eight to ten aircraft per year. Today, the company, having purchased the remaining shares, is the sole owner of the production.

In 2017, preparations for the production of L-410 aircraft in Russia were announced, which should begin in 2018.

According to the Russian State Research Institute of Civil Aviation until 2020, from 604 to 822 aircraft with a capacity of 4 to 19 seats will be sold in Russia.

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 a concrete example for our edification, we will cite the Czech Republic - a country with a long and noble 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

L-29 Delfin

"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.

In the Russian Federation, L-39 aircraft are still in operation, 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 vehicles were built - commissioned by the Air Force of the 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 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 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 be successfully operated and combat use in the armed forces of large and authoritative 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 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. We are talking about a twin-engine turboprop passenger aircraft 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

These reliable cars are still flying today, having moved into the fleets of small airlines, including Ukrainian ones. In addition, about 50 L-410s at one time entered the armies of different countries - they 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 way: 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 still 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 press 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.

Aero (Odolena-Water). The largest Czech aircraft manufacturer Aero Vodochody was founded in 1919 and will soon celebrate its centenary. First of all, Aero produces military equipment, and the company's two flagships are the L-39NG light fighter and training aircraft and its older counterpart, the 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). A small manufacturer founded in the mid-1990s. Builds the only model AirLony Skylane UL - a licensed copy of the four-seater Cessna 182. Actually, she is in the picture.

Airsport (Zbraslavich). A small company that makes motor gliders from composite materials. At the moment, there are three models in the line - Sonata, Sonet and Song, which differ in physical dimensions (wingspan from 10.2 to 15 m). The picture shows the most technically advanced Airsport Song model.

Skyleader (Jihlava). A fairly large company building sports aircraft - 6 models with piston engines and one jet (!), Which is a serious request for a private manufacturer. The company also has various flight simulators for training, a flight school, and research projects. The picture shows the old piston model, the spectacular Skyleader 600.

ATEC (Libice nad Cidlinou). Founded in 1992, it is a very successful company that manufactures 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 (Kunovice). One of the oldest Czech companies producing small aircraft. It was founded in 1934, and today it is one of the divisions of the American Piper Aircraft. There are two licensed Pipers in the range. Pictured is a Czech Sport Aircraft PS-28 Cruiser model.

Let (Kunowice). And here is the second aircraft manufacturing company from Kunovice, 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. Back in the 1980s, a new model, the Let L-610, was being prepared to replace it, but as a result, the 410th is still being produced.

TST (Brno). A company that makes motor gliders is, in principle, pretty standard. There are three models in the line. The picture shows TST-14 Bonus.

Direct Fly (Gluk). Czech manufacturer of ultralight aircraft in small series. There are no kits in the range, the aircraft are delivered only in a completely finished form. The picture shows the Direct Fly ALTO 912 model, one of the ALTO line.

TL-Ultralight (Hradec-Králové). And 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.

The aviation and air defense forces of the Army of the 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 unified 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 of the aviation equipment was distributed in a ratio of approximately 2 to 1 in favor of the Czech Republic. Among the Soviet-made aircraft she inherited from the union state were 52 MiG-21MF fighters, 21 MiG-21R reconnaissance aircraft and 24 MiG-21US and MiG-21UM combat training aircraft.

However, the exploitation of most of them by the new "owner" was short-lived.

Taking a course towards joining NATO, the Czech government began to gradually get rid of Soviet-made military equipment. Already in 1994, all MiG-21R, MiG-21US, MiG-23BN and MiG-23MF aircraft were decommissioned. In the same year, all the MiG-29 fighters that the Czech Republic had were transferred to Poland. Four years later, the Czech Air Force decommissioned the MiG-23ML fighters and combat trainers MiG-23UB, and in 2000, all 24 Su-25K attack aircraft inherited from Czechoslovakia (along with one double Su-25UBK). In 2002, 36 Su-22M4 and Su-22UM3K fighter-bombers left service, and, paradoxically, the only type of Russian combat aircraft in the Air Force of the republic remained, paradoxically, the oldest of those available - the light front-line fighter MiG-21MF (in total in the period 1971 -1975, Czechoslovakia received 102 such aircraft).

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 new generation of fighters arrived. The successor to the "twenty-first" in 2002 was determined by the Swedish "Gripen", but for now, in connection with the entry of the Czech Republic into NATO, it was decided to subject these aircraft to some modernization of equipment so that they could be successfully used within the framework of the unified air defense system of the North Atlantic Alliance. 12 MiGs upgraded in this way were named 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 Chaslav airfield (the second, 212th, squadron at this base was equipped with new Czech L-159A aircraft, which replaced in the Air Force of the country removed from shock weapons Su-22 and Su-25). Even after the first batch of "Gripens" entered the squadron, the "good old" MiGs continue to remain on alert. Their final withdrawal from service is scheduled for the end of this year, when the operation of all received JAS39s is mastered in Caslava (the remaining eight of the ordered 14 vehicles arrive here in August).

As our magazine has already reported (see "Rise" 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 JAS39D twins. The first six Gripenes arrived at the Chaslav air base 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-21MF fighters. However, time takes its toll, and the legendary MiGs give way to more modern fighters. The farewell to the MiG-21, which served in the Czech Air Force for 45 years, and the adoption of the Gripenov was dedicated to the air show at the Chaslav airfield, which took place on May 21 of this year. It was visited by our special correspondents.

Show

The military of the 21st tactical air base, with the participation of the Czech Air Show Agency and the flying club of Kolin, took over the organization of the holiday at the Časlav airfield. I must say that there were no complaints about the organizers, with the exception of the cancellation of the flights of the German F-4 Phantom aircraft (and how they would have looked in the same formation with the MiG!) And the absence of the Yugoslav Galeb declared in the program was not - clearly, according to schedule, there were flights, visitors could have a bite to eat, buy aircraft models, T-shirts, stripes and toys. Those who wished could practice shooting from automatic weapons. To the credit of the Czechs (as well as numerous Germans and Austrians), unlike the guests of the Russian air shows, they sent the garbage only in special bags, leaving both the grass and the concrete of the parking lots pristine. To be honest, both the air town and the airfield are quite different from ours for the better, and the quality of concrete, lighting, markings, and other infrastructure is almost perfect.

The flights were divided into three large blocks - two military ones, almost identical in program (morning and afternoon) and an arbitrary one - with performances by aircraft modellers (air combat of large-scale copies of aircraft from the Second World War), athletes, amateurs, replicas and retro, "pokatushki" everyone on the An-2 and the Moravians. An interesting number was shown by amateur pilots: red balloons filled with light gas were launched from the ground, and the planes attacked them, trying to ram them with a propeller or wing. Having lined up in a conveyor, they again and again rushed to the next target, to the delight of the audience, keeping a "battle score" of 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 overlooked in the first part, being distracted by other things, you can see it in more detail in the second, change the point of observation and angle. The organizers gave the journalists this opportunity - after the first part of the flights they were taken to the parking lot, where they could film in detail the flying equipment, the process of servicing it by technicians (with one exception - they were asked not to film the parking lot 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 side of the sun.

in a single formation - the past, present and future of the Czech Air Force. The leader is the trio of "Gripenov", in the center - the link of the MiG-21 MFN, the pair of L-159A closes the line

a pair of Czech MiG-21MFN in a demonstration flight

takes off combat training MiG-21 UM. Several "sparks" are still in service with the 21st Air Base of the Czech Air Force

MiG-21 MFN aircraft were still on combat duty in Chaslav in May. The picture shows a plane with two R-60 missiles and two external tanks

this MiG-21 MFN has an unusual camouflage and bears the symbols of the 45th anniversary of the Chaslav airbase

To us, spoiled by demonstrations of aerobatic pilots and test pilots, the flight program of combatant MiGs, L-159s and Gripenovs did not seem particularly difficult - mostly passes in groups, slides with afterburner, loops, rolls and dissolutions with a combat turn, although it looked very spectacular. The cars flew with hanging tanks, and the pair of “twenty firsts” on duty under the NATO NATINEADS program also carried missiles. Much more lively was the show of the factory tester of the Aero-Vodokhody company Miroslav Shitsner on the L-159B.

The helicopter pilots were frankly pleased, demonstrating the evacuation of a wounded paratrooper on the Polish Sokol, accompanied by excellent dynamic aerobatics, and vigorous combat maneuvering at low altitudes on the Mi-24V.

I must say that the MiGs are leaving the Czech Republic, leaving a noticeable mark in the aviation history of the country. In 1951, the director of the Aviation Research Institute, Frantisek Horak, obtained Stalin's permission to produce the MiG-15, after which in 1953 a new plant with a capacity of up to 1000 vehicles per year was built in Vodokhody near Prague, and in early 1954 the first of the MiGs built at the enterprise took to the air. In total, 3405 MiG-15s of various modifications were produced in Czechoslovakia, and then 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 went on their last flight in 1968 ...

The baptism of fire of the Czechoslovak MiG-15s took place on March 10, 1953, when Yaroslav Shramek shot down an F-84 near Pilsen, and soon Yaroslav Novak opened a battle account of destroyed reconnaissance balloons. Exactly one year later, Zdeněk Woleman chalked up an American twin-engine intruder. About five thousand Czech and Slovak pilots served in MiG aircraft.

Pilots and technicians, with whom they managed to talk at the Chaslav airfield, noted the exceptionally high reliability of the outgoing Soviet equipment. The only accident in the unit with her participation - a mid-air collision between MiG-21MF and MiG-21U - occurred in June 1999. Two pilots - Jaromir Zbranek and Ivan Kaiser - died, and Zdenek Svoboda ejected safely.

In the spring of this year, 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 remaining 12 vehicles of the same type were planned to be sold after receiving the Gripen, but their service life was once again extended - this time until June 30. The opinions of experts about the future fate of the MiGs differ - some talk about the exhaustion of the resource, others insist on the possibility of its extension. But everyone agrees that in the near future these machines will be sold abroad.

compared to the MiG-21MF, there are fewer pointers in the Gripen's cockpit, but there are liquid crystal indicators

preparation of the Czech "Gripen" for flights at the air base "Caslav". It is noteworthy that, unlike the MiG-21MF, you need to get into the cockpit of the Swedish fighter from the starboard side

to increase the flight range, "Gripens" almost constantly fly with a large ventral outboard tank

after a demonstration flight, the Czech JAS39C lands on the runway of the Časlav air base (in the background is the Tu-154M of the Czech Air Force). In August, the remaining eight of the 14 Gripen ordered by the Czech Republic should arrive at the base.

As for the 14 multifunctional Swedish-British JAS-39s, which are supplied under a leasing contract with a total value of about $ 850 million, all our interlocutors said that this technique requires a completely different approach. The role of software is so great that the entire system of operation and training had to be rebuilt. Finding out the features of the programs with the search for an answer in multi-volume manuals and calls to the support service, previously uncharacteristic for aviators, take up more and more of their time. However, the advantages of the approach laid down in the creation of the aircraft, which combines the possibility of data exchange between attacking vehicles of the same group, ground-based radars and command posts, AWACS aircraft, an on-board system for monitoring the state 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 on the show that was very different from the aerobatics of the "twenty-first", the Air Force representatives referred to a small flight time - 50 hours on a new type for each of the pilots, which does not allow them to perform a complex program yet.

One of the numbers of the program became symbolic - a group pass of the three "Gripenov", the four "MiGs" and the pair of L-159s. Dissolution - and new machines go up, now standing in service remain on the horizon, and those being removed from service leave - reorganize into bearing and alternately come in for landing.

The instructive respectful attitude of Czech aviators towards the outgoing generation of combat vehicles, the show arranged in honor of this event, free access to almost all the equipment participating in it, combined with a 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