| Aero | |
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HW100 - 45000
UAW55 - 105000 RRW100 - 175000 PKRR - 7500 |
Aero Vodochody AERO Vodochody AEROSPACE a.s. Type - Akciová společnost Industry - Aerospace, arms Industry Predecessor - Aero - továrna létadel Founded - February 25, 1919; 103 years ago Headquarters - Odolena Voda, Central Bohemian Region, Czech Republic Area served - Worldwide Key people - Viktor Sotona (president and CEO) Products - Aircraft, aircraft parts Services - MRO, pilot training, airport Total assets - 5,384,688,000 Czech koruna (2017) Total equity - Decrease CZK -1.2 bn. (2020) Number of employees - 1,336 (2020) Parent - HSC Aerojet Zrt. Subsidiaries - Aero (1929-1947) Website - www.aero.cz Aero Vodochody (commonly referred to as Aero) is a Czech aircraft company. Its main production facilities are located at Vodochody Airport in the Prague-East District, on the municipal territories of Vodochody and Odolena Voda. During the Cold War era, the firm was well known for its range of jet-powered trainer aircraft, the L-29 Delfin and L-39 Albatros. It also developed derivatives of the L-39, the L-59 Super Albatros and the L-159 Alca military light combat jet. Aero Vodochody is believed to have handled the biggest aircraft industrial programme to take place across any of the Council for Mutual Economic Assistance (COMECON) countries except for the Soviet Union itself. Following the fall of the communist government in Czechoslovakia during 1989, Aero Vodochody experienced a disruptive period of business, having lost a major portion of the market for its jet trainers. Sales noticeably declined during the 1990s in Eastern Europe as well as in NATO countries as a result of the peace dividend. Between 1998 and 2004, Aero Vodochody was controlled by the American aerospace company Boeing. During October 2006, the company was privatised once again, being bought by Czech-Slovak investment group Penta Investments for roughly 3 billion CZK. Aero Vodochody continues to manufacture both whole aircraft and aerostructures for the aerospace industry. During the 2014 Farnborough Airshow, it announced the launch of the Aero L-39NG, an upgraded and modernised version of its ubiquitous L-39. In year 2021 Penta Investments sold their business share to the HSC Aerojet Zrt. History Aero Vodochody has been active since its founding in 1919. Between 1929 and 1951, its subsidiary, Aero, manufactured a range of small and medium-sized cars with two-stroke engines, it also briefly produced the Škoda 150 truck between 1946 and 1947 under licence. During the 1950s, Aero Vodochody developed the L-29 Delfin trainer aircraft; it was Czechoslovakia's first indigenously designed jet-powered aircraft. The L-29 is believed to have likely been the biggest aircraft industrial programme to take place across any of the Council for Mutual Economic Assistance (COMECON) countries except for the Soviet Union itself. During the course of the programme, in excess of 3,000 L-29s were produced; of these, around 2,000 were reported to have been delivered to the Soviet Union, where it served as the standard trainer for the Soviet Air Force. Of the others, which included both armed and unarmed models, many aircraft were delivered to the various COMECON countries while others were exported to various overseas nations, including Egypt, Syria, Indonesia, Nigeria and Uganda. Reportedly, the type has been used in active combat during several instances, perhaps the most high-profile being the Nigerian Civil War of the late 1960s and of Egyptian L-29s against Israeli tanks during the brief Yom Kippur War of 1973. The L-39 Albatros was designed during the 1960s as a replacement for the Aero L-29 Delfín as a principal training aircraft. Several specialised variants of the base L-39 design were quickly introduced. In 1972, a purpose-built target tug variant, the L-39V, conducted its initial flight. During 1975, the first L-39ZO training/light combat model, which was equipped with four underwing hardpoints as well as a strengthened wing and modified landing gear, performed its first flight. In 1977, the first L-39ZA light combat variant, which was fitted with a single Gryazev-Shipunov GSh-23 cannon mounted underneath the fuselage in addition to the four hardpoints and strengthening of the L-39ZO, made its maiden flight. According to aerospace publication Flight International, roughly 200 L-39s were being sold each year upon the jet trainer market during the late 1980s. Sales of the L-39 declined during the 1990s. This downturn has been attributed to the loss of the captive Warsaw Pact trainer market, to which a substantial proportion of the total aircraft manufactured had been historically sold to; allegations about Czechoslovak banks being unable to finance the defense industry and inaction on the part of the Czechoslovak government; and concerns over the quality of manufacturing standards. During 1996, production of the L-39 was terminated. Aero Vodochody has developed several improved variants of the L-39 to take its place, and has continued extensive support and overhaul operations for existing L-39 customers. The L-59 Super Albatros was derived from the L-39, being originally designated as the L-39MS. Aero only produced a handful of L-59s before discontinuing production. Another derivative of the L-39 Albatros was the L-159 Alca, a modernised combat-oriented version. Originally, Aero Vodochody had intended to develop the L-159 in partnership with Elbit, but the Czech Ministry of Defense instead selected Rockwell Collins to partner on the program. During the 2010s, Aero Vodochody was engaged in the manufacture of the L-159 advanced light combat aircraft and the Sikorsky S-76 helicopter. It has also an active presence in the aerostructures sector, producing the center wing box of the Alenia C-27J Spartan airlifter, door subassemblies for the Embraer 170 and Embraer 190 airliners, the cockpit of the Sikorsky UH-60 Black Hawk helicopter, gun bay doors for the Boeing F/A-18E/F Super Hornet fighter, subassemblies and various elements of the Airbus A320 family airliner, and fixed leading edge kits for the Boeing 767 airliner. The company is reportedly likely to upgrade the runway at its Vodochody Airport near Prague to international airport standards, allowing it to better serve the low-cost air carriers and charter flights that service Prague. During July 2014, Aero Vodochody presented the L-39NG programme at the Farnborough Airshow. By April 2015, a partnership had formed between Aero Vodochody, American defence contractor Draken International and engine manufacturer Williams International to undertake the programme and to properly prepare the L-39NG to compete on the North American market. The L-39NG is being developed and marketed in two stages. The L-39NG upgrade program (Stage 1) contains an installation of FJ44-4M engine and optionally the Stage 2 avionics to existing L-39 Albatros. The second phase (Stage 2) represents newly built L-39NG aircraft with the possible use of components from the previous upgrade to Stage 1, once the original airframe reaches the end of its life. The first stage was formally completed om 14 September 2015 with the maiden flight of the L-39NG technology demonstrator (L-39CW). On 20 November 2017, Aero Vodochody announced the completion of development of the L-39CW; on 14 March 2018, they announced that the L-39CW, equipped with both the new engine and the new avionics, had received type certification. The brand new L-39NG aircraft made first flight on December 22, 2018. in September 2020, less than two years later, the aircraft was certified by the Military Aviation Authority of the Ministry of Defence of the Czech Republic. In September, 2021, Aero Vodochody sale transaction was successfully completed. Based on an agreement signed in July 2021 Hungarian company HSC Aerojet Zrt. became the 100% owner of Aero. In HSC Aerojet Zrt. majority is held by Hungarian businessman Kristóf Szalay-Bobrovniczky and minority is held by Czech company OMNIPOL a.s. The sale also included Vodochody Airport. Aircraft Model name - First flight - Number built - Type Aero Ae 01 - 1919 - - Single piston engine biplane trainer Aero Ae 02 - 1920 - 1 - Single piston engine biplane fighter Aero Ae 03 - - 1 - Single piston engine monoplane reconnaissance airplane Aero Ae 04 - 1921 - - Single piston engine biplane fighter Aero A.8 - 1921 - 1 - Single piston engine biplane airliner Aero A.10 - 1922 - 5 - Single piston engine biplane airliner Aero A.11 - 1925 - ~250 - Single piston engine biplane light bomber Aero A.12 - 1923 - 93 - Single piston engine biplane light bomber Aero A.14 - 1922 - - Single piston engine biplane reconnaissance airplane Aero A.15 - - - Single piston engine biplane reconnaissance airplane Aero DH.50 - - - License built single piston engine biplane airliner Aero A.16 - - - Unbuilt biplane bomber Aero A.17 - - - Glider Aero A.18 - 1923 - 20 - Single piston engine biplane fighter Aero A.19 - - - Single piston engine biplane fighter Aero A.20 - 1923 - 1 - Single piston engine biplane fighter Aero A.21 - 1926 - 8 - Single piston engine biplane trainer Aero A.22 - - 3 - Single piston engine biplane utility airplane Aero A.22 (II) - - - Unbuilt four engine heavy bomber Aero A.23 - 1926 - 7 - Single piston engine biplane airliner Aero A.24 - 1925 - 1 - Twin piston engine biplane bomber Aero A.25 - - 15 - Single piston engine biplane trainer Aero A.26 - 1923 - 23 - Single piston engine biplane reconnaissance airplane Aero A.27 - - - Twin piston engine biplane bomber Aero A.27 (II) - - - Unbuilt twin engine airliner Aero A.28 - - - Trainer Aero A.29 - 1926 - 9 - Single piston engine biplane reconnaissance floatplane Aero A.30 - 1926 - 79 - Single piston engine biplane light bomber Aero A.31 - - - Unbuilt fighter Aero A.32 - 1927 - 116 - Single piston engine biplane light bomber Aero A.33 - - - Unbuilt three engine airliner Aero A.34 Kos - 1929 - 11 - Single piston engine biplane sport airplane Aero A.35 - 1928 - 12 - Single piston engine high-wing monoplane airliner Aero A.36 - - - Unbuilt three engine biplane bomber Aero A.38 - 1929 - 6 - Single piston engine biplane airliner Aero A.40 - - - Unbuilt racing airplane Aero A.42 - 1929 - 2 - Single piston engine monoplane bomber Aero A.44 - - - Unbuilt twin engine bomber Aero A.46 - 1931 - 1 - Single piston engine biplane trainer Aero A.48 - - - Unbuilt airliner Aero A.49 - - - Unbuilt ultralight Aero A.55 - - - Unbuilt ultralight Aero A.60 - - - Unbuilt three engine transport airplane Aero A.100 - 1933 - 44 - Single piston engine biplane light bomber Aero A.101 - 1934 - 50 - Single piston engine biplane light bomber Aero A.102 - 1934 - 2 - Single piston engine monoplane fighter Aero A.104 - 1937 - 2 - Single piston engine monoplane bomber Aero A.125 - - 12 - Single piston engine biplane trainer Aero A.130 - - 1 - Single piston engine biplane light bomber Aero A.134 - - 1 - Single piston engine biplane sport airplane Aero A.200 - 1934 - 2 - Single piston engine monoplane sport airplane Aero MB.200 - 1935 - 74 - License built twin piston engine monoplane bomber Aero A.202 - - - Unbuilt twin engine airliner Aero A.204 - 1936 - 1 - Twin piston engine monoplane airliner Aero A.206 - - - Prototype twin piston engine monoplane bomber Aero A.210 - - - Unbuilt four engine airliner Aero A.212 - - - Unbuilt utility airplane Aero A.230 - - 25 - Single piston engine biplane light bomber Aero A.300 - 1938 - 1 - Twin piston engine monoplane bomber Aero A.302 - - - Unbuilt attack airplane Aero A.304 - 1937 - 19 - Twin piston engine monoplane bomber Aero A.321 - - - Single piston engine biplane light bomber Aero A.330 - - - Single piston engine biplane light bomber Aero A.351 - - - Aero A.404 - - - Unbuilt twin piston engine monoplane bomber Aero A.430 - - - Single piston engine biplane light bomber Aero C-3 - - - License built twin piston engine monoplane trainer Aero C-4/C-104 - - - License built single piston engine biplane trainer Aero C-103 - - - License built twin piston engine monoplane airliner Aero D-44 - - - License built twin piston engine monoplane transport Aero Ae-45 - 1947 - 200 - Twin piston engine monoplane utility airplane Aero Ae 50 - 1949 - 1 - Single piston engine monoplane reconnaissance airplane Aero Ae-53 - - - Prototype transport glider LB P-1 - - - Unbuilt twin engine trainer LB P-16 - - - Unbuilt four engine airliner Aero Ae-148 - - - Unbuilt twin engine airliner Aero B-34 - - - Unbuilt attack airplane Aero HC-2 Heli Baby - 1954 - 23 - Single piston engine utility helicopter Aero L-60 Brigadýr - 1953 - 273 - Single piston engine monoplane utility airplane Aero L-260 - - - Single piston engine monoplane utility airplane Aero L-29 Delfín - 1959 - 3,665 - Single jet engine monoplane trainer Aero L-229 - - - Unbuilt single jet engine monoplane attack airplane Aero L-260 - - - Unbuilt airplane Aero L-360 - - - Single piston engine monoplane utility airplane Aero L-429 - - - Single jet engine monoplane aerobatic airplane Aero S-102 - - 821 - License built single jet engine monoplane fighter Aero S-103 - - 620 - License built single jet engine monoplane fighter Aero S-104 - - - License built single jet engine monoplane fighter Aero S-105 - - 103 - License built twin jet engine monoplane fighter Aero S-106 - - 194 - License built single jet engine monoplane fighter Aero L-39 Albatros - 1968 - 2,900 - Single jet engine monoplane trainer Aero L-270 - - - Single engine utility airplane Aero L-59 Super Albatros - 1986 - 71 - Single jet engine monoplane trainer Aero Ae 270 Ibis - 2000 - - Single turboprop engine monoplane utility airplane Aero L-159 ALCA - 1997 - 72 - Single jet engine monoplane light attack airplane Aero L-39NG - 2018 - 5 - Single jet engine monoplane trainer Aero F/A-259 Striker - - - Single jet engine monoplane attack airplane Aero A.8 A.8 Role - Airliner National origin - Czechoslovakia Manufacturer - Aero First flight - 1921 Status - cancelled Number built - 1 The Aero A.8 was the last realised construction of ing. Karel Rösner in the Aero factory. It was a passenger biplane for 4 passengers. Unlike most passenger airplanes of the time, which had the pilot seat positioned behind the wings, the pilot of A.8 was sitting under the leading edge of the wing. During the flight tests the airplane crashed in an accident into the wooden building of Main Aviation Workshops in Kbely. The development of the airplane was then abandoned. Specifications (A.8) General characteristics Crew: 1 Capacity: 4 passengers Length: 9.3 m (30 ft 6 in) Wingspan: 14.0 m (45 ft 11 in) Wing area: 49 m2 (530 sq ft) Empty weight: 1,442 kg (3,179 lb) Gross weight: 1,935 kg (4,266 lb) Powerplant: 1 × Maybach Mb.IVa 6-cyl. water-cooled piston engine, 177 kW (237 hp) Performance Maximum speed: 140 km/h (87 mph, 76 kn) Cruise speed: 105 km/h (65 mph, 57 kn) Range: 600 km (370 mi, 320 nmi) Wing loading: 36.5 kg/m2 (7.5 lb/sq ft) Aero A.10 Aero A.10 Role - Airliner Manufacturer - Aero Letňany First flight - January 3, 1922 Retired - 1928 Primary user - Czech Airlines Number built - 5 The Aero Letňany A.10 was a biplane airliner produced in Czechoslovakia shortly after World War I. It was the first commercial aircraft to be built in Czechoslovakia and was known as the Ae-10 Limousine. It was designed by Husnik and Vlasak and was intended to meet the growing need for aerial communication to and from the country. Behind the single nose-mounted engine was a cabin with seats for three and two tables, upholstered on the underside, and able to be inverted to provide another two seats if required. A double skinned firewall between the engine and cabin, together with double skinned surfaces to the walls, floor and roof and Triplex windows gave a (relatively) quiet ride. A rear window gave communication with the pilot, whose open cockpit was above and behind the cabin. The cockpit also accommodated the navigator who had a seat directly behind the pilot. The upper wings were in three sections with the small center section mounted on a tubular cabane and the lower wings were attached directly to the fuselage. Balanced ailerons were fitted to the top plane only and the petrol tank was fitted in the centre section. The fuselage was a deep rectangular section tapering to a vertical knife-edge at the rear, thus rendering a tail fin unnecessary. The tailplane carried two balanced elevators hinged to the stabilisers, and a balanced rudder was fitted to the top of the fuselage. The first example of the A.10 flew for the first time on 3 January 1922. The A.10 was important as one of Československé Státní Aerolinie - (Czechoslovak State Airlines) first aircraft, with five examples in service with the airline from the time of its inception in 1923 until 1928, on the Prague to Bratislava route. Operators 1) Czechoslovakia Czechoslovak Airlines Specifications (A.10) Data from European Transport Aircraft since 1910, Flight: Goethenburg International Aero Exhibition Aero A.10 General characteristics Crew: 2 (pilot, mechanic) Capacity: up to 5 passengers Length: 10.14 m (33 ft 3 in) Wingspan: 14.17 m (46 ft 6 in) Wing area: 49 m2 (530 sq ft) Empty weight: 1,472 kg (3,245 lb) Max takeoff weight: 2,260 kg (4,982 lb) Powerplant: 1 × Maybach Mb.IVa 6-cyl. water-cooled piston engine, 190 kW (260 hp) Propellers: 2-bladed fixed-pitch wooden propeller Performance Maximum speed: 160 km/h (99 mph, 86 kn) Cruise speed: 140 km/h (87 mph, 76 kn) Endurance: 4 hr Service ceiling: 6,000 m (20,000 ft) Time to altitude: 30 minutes to 10,000 ft (3,000 m) Wing loading: 46 kg/m2 (9.4 lb/sq ft) Aero A.11 Aero A.11 Role - Light bomber / Reconnaissance aircraft Manufacturer - Aero Vodochody First flight - 1925 Introduction - 1920s Retired - 1940s Primary users - Czech Air Force / Finnish Air Force Number built - ~250 The Aero A.11 was a biplane light bomber and reconnaissance aircraft built in Czechoslovakia between the First and Second World Wars. It formed the basis for many other Czechoslovakian military aircraft of the inter-war period. Around 250 were built, with some remaining in service at the outbreak of World War II. Designed by Antonin Husnik, it was a development of the Aero A.12 (despite what the numbering of the designs might suggest). A Hispano-Suiza 8Fb-powered version, the A.11H-s was built for the Finnish Air Force, the only foreign operator of the type. The Finns had eight aircraft of this type and used them between 1927-39. Variants A.11 : Two-seat light bomber, reconnaissance biplane. A.11HS : Export version for Finland. A.11N : Night bomber version. Ab.11 : Light bomber version. Operators 1. Czechoslovakia Czechoslovak Air Force 2. Finland Finnish Air Force Specifications (Ab.11) Data from Tschechoslowakische Flugzeuge : von 1918 bis heute General characteristics Crew: 2 Length: 8.2 m (26 ft 11 in) Wingspan: 12.8 m (42 ft 0 in) Height: 3.1 m (10 ft 2 in) (A.11} Wing area: 36.5 m2 (393 sq ft) Empty weight: 1,080 kg (2,381 lb) Gross weight: 1,588 kg (3,501 lb) / 1,537 kg (3,389 lb) (A.11} Powerplant: 1 × Breitfield-Danek Perun II 6-cylinder water-cooled in-line piston engine, 180 kW (240 hp) / 176 kW (236 hp) Walter W.IV (A.11} Propellers: 2-bladed fixed-pitch propeller Performance Maximum speed: 216 km/h (134 mph, 117 kn) / 240 km/h (150 mph; 130 kn) (A.11} Cruise speed: 190 km/h (120 mph, 100 kn) Range: 750 km (470 mi, 400 nmi) Service ceiling: 7,000 m (23,000 ft) / 7,600 m (24,934 ft) (A.11} Rate of climb: 3.82 m/s (752 ft/min) (A.11} Time to altitude: 5,000 m (16,404 ft) in 19 minutes 30 seconds Wing loading: 43.7 kg/m2 (9.0 lb/sq ft) / 42 kg/m2 (8.6 lb/sq ft) (A.11} Power/mass: 0.120 kW/kg (0.073 hp/lb) (A.11} Armament Guns: 1× forward firing .303 in (7.7 mm) Vickers machine gun (A.11} / 2× .303 in (7.7 mm) Lewis machine gun in flexible mount for observer (A.11} Bombs: 200 kg (441 lb) (A.11}} Aero A.12 Aero A.12 Role - Light bomber / Reconnaissance aircraft Manufacturer - Aero Vodochody Status - Retired Primary user - Czechoslovakia Produced - early 1920s Developed from - Aero A.11 The Aero A.12 was a Czechoslovakian biplane light bomber and military reconnaissance aircraft manufactured in small numbers shortly after World War I. Although reminiscent of the Hansa-Brandenburg-designed aircraft that Aero was building during the war under licence as the Ae.10, the A.12 was the company's own design. It is perhaps most significant as the direct descendant of the highly successful A.11 and its various derivatives. An example of the type is preserved at the Letecké Muzeum in Kbely. Operators 1. Czech Republic Czechoslovakian Air Force Specifications (A.12) Data from Jane's all the World's Aircraft 1928, Aero A.12 - Specifications - Technical Data / Description General characteristics Crew: 2 Length: 8.3 m (27 ft 3 in) Wingspan: 12.8 m (42 ft 0 in) Height: 3.1 m (10 ft 2 in) Wing area: 36.9 m2 (397 sq ft) Empty weight: 1,080 kg (2,381 lb) Gross weight: 1,537 kg (3,389 lb) Powerplant: 1 × Maybach Mb.IV 6-cylinder water-cooled in-line piston engine, 180 kW (240 hp) Propellers: 2-bladed fixed pitch propeller Performance Maximum speed: 201 km/h (125 mph, 109 kn) Range: 760 km (470 mi, 410 nmi) Service ceiling: 7,500 m (24,600 ft) Rate of climb: 3.47 m/s (683 ft/min) Wing loading: 42 kg/m2 (8.6 lb/sq ft) Power/mass: 0.120 kW/kg (0.073 hp/lb) Armament 1× forward-firing synchronised 7.70 mm (0.303 in) Vickers machine gun in the upper forward fuselage decking 2× 7.70 mm (0.303 in) Lewis machine guns on a flexible mount for the observer in the rear cockpit Aero A.14 Aero A.14 Role - Reconnaissance aircraft / Airliner . mail plane Manufacturer - Aero Vodochody Status - Retired Primary users - Czech Air Force / Czech Airlines Produced - 1920s The Aero A.14 was a Czechoslovakian biplane military reconnaissance aircraft built in the 1920s. It was essentially a slightly modified version of the Hansa-Brandenburg C.I aircraft that Aero had built during World War I as the Ae.10, and for this reason, the aircraft is sometimes referred to as the A.14 Brandenburg. When equipped with a slightly different engine (the Hiero L in place of the standard Hiero N), the aircraft was designated A.15 instead. The two versions were otherwise almost identical. Even though it was obsolete by the time it entered production in 1922, the A.14 is nevertheless noteworthy for its role in the establishment of Czech airline CSA. A.14s provided by the Czech Air Force served to survey routes that CSA airliners would soon fly, and at least 17 were put into service as mail planes between Prague and Bratislava. They could also carry a single passenger when required. Specifications (A.14) Data from General characteristics Crew: 2 Length: 8.4 m (27 ft 7 in) Wingspan: 12.3 m (40 ft 4 in) Height: 3.2 m (10 ft 6 in) Wing area: 37.5 m2 (404 sq ft) Empty weight: 933 kg (2,057 lb) Gross weight: 1,275 kg (2,811 lb) Fuel capacity: 250 l (66 US gal; 55 imp gal) main tank plus 50 l (13 US gal; 11 imp gal) in a jettisonable tank Powerplant: 1 × Breitfeld & Daněk Hiero N 6-cyl water-cooled in-line piston engine, 170 kW (230 hp) Propellers: 2-bladed fixed pitch propeller Performance Maximum speed: 179 km/h (111 mph, 97 kn) Cruise speed: 150 km/h (93 mph, 81 kn) Range: 450 km (280 mi, 240 nmi) Service ceiling: 4,900 m (16,100 ft) Rate of climb: 1.85 m/s (364 ft/min) Time to altitude: 36 minutes to 4,000 m (13,000 ft) Wing loading: 34 kg/m2 (7.0 lb/sq ft) Power/mass: 0.130 kW/kg (0.08 hp/lb) Operators Czechoslovakia CSA Aero A.17 Aero A.17 Role - Sailplane Manufacturer - Aero Vodochody First flight - 1922 Produced - 1922 The Aero A.17 was a small sailplane built in Czechoslovakia and first flown in 1922. The conventional sailplane wing and tail were held together by an open truss framework, which also supported the pilot. Specifications (Aero A.17) General characteristics Crew: 1 Length: 4.34 m (14 ft 3 in) Wingspan: 14.8 m (48 ft 7 in) Wing area: 15.9 m2 (171 sq ft) Empty weight: 47 kg (104 lb) Gross weight: 127 kg (280 lb) Performance Wing loading: 7.4 kg/m2 (1.5 lb/sq ft) Aero A.18 Aero A.18 Role - Fighter aircraft National origin - Czechoslovakia Manufacturer - Aero Vodochody Designer - Antonin Vlasák Antonin Husnik First flight - March 1923 Retired - 1939 (due to German invasion) Status - 1 preserved at the Prague Aviation Museum Primary users - Czechoslovak Air Force / Czech Aero Club Produced - 1920s Number built - 20 The Aero A.18 was a biplane fighter aircraft built in Czechoslovakia in the 1920s. It was a development of the Ae 02 and Ae 04 fighters Aero had designed during World War I, but also borrowed from the more recent A.11 reconnaissance-bomber design. Design and development The A.18 was designed by Antonin Vlasák and Antonin Husnik and first flew in March 1923; only one of three prototype fighters that Aero flew that year, but this one was selected for production over the A.19 and A.20 that competed with it. Operational history Twenty machines saw service with the Czechoslovak Air Force in the period between the wars. The A.18B and A.18C were specially modified racing variants that competed in the Czech Aero Club's first two annual air races, in 1923 and 1924 respectively. Both aircraft won their races, and the A.18C is preserved at the Prague Aviation Museum in Kbely along with a replica of a standard A.18 fighter. Specifications (A.18) Data from The Complete Book of Fighters, Biplanes, Triplanes, and Seaplanes, Jane's all the World's Aircraft 1924 General characteristics Crew: 1 Length: 5.9 m (19 ft 4 in) Wingspan: 7.6 m (24 ft 11 in) Height: 2.86 m (9 ft 5 in) Wing area: 15.9 m2 (171 sq ft) Empty weight: 637 kg (1,404 lb) Gross weight: 862 kg (1,900 lb) Powerplant: 1 × BMW IIIa 6-cyl. water-cooled in-line piston engine, 138 kW (185 hp) Propellers: 2-bladed wooden fixed-pitch propeller Performance Maximum speed: 229 km/h (142 mph, 124 kn) Range: 400 km (250 mi, 220 nmi) Service ceiling: 9,000 m (30,000 ft) Rate of climb: 9.8 m/s (1,930 ft/min) Wing loading: 55.8 kg/m2 (11.4 lb/sq ft) Power/mass: 0.1565 kW/kg (0.0952 hp/lb) Armament 2× 7.7 mm (0.303 in) Vickers machine-guns Operators Czechoslovakia Aero A.19 Aero A.19 Role - Fighter aircraft Manufacturer - Aero Vodochody The Aero A.19 was a biplane fighter aircraft designed in Czechoslovakia in 1923 and considered by the Czech Air Force against its stablemates the A.18 and A.20. The A.18 was selected for production and development of the A.19 was abandoned. Specifications (A.19) General characteristics Crew: 1 Length: 7 m (23 ft 0 in) Wingspan: 8.4 m (27 ft 7 in) Wing area: 19.2 m2 (207 sq ft) Empty weight: 793 kg (1,748 lb) Gross weight: 1,003 kg (2,211 lb) Powerplant: 1 × Breitfeld & Danek Perun I , 130 kW (170 hp) Aero A.20 Aero A.20 Role - Fighter aircraft Manufacturer - Aero Vodochody Status - Did not enter production Primary user - Czech Air Force Produced - 1923 Number built - 1 The Aero A.20 was a biplane fighter aircraft built in Czechoslovakia in 1923. It was evaluated for Czechoslovak Air Force service against Aero's competing A.18 and A.19 designs, a competition that the A.18 won, meaning that this aircraft never entered production, and only a single prototype was ever built. Specifications (A.20) General characteristics Crew: 1 Length: 6.6 m (21 ft 8 in) Wingspan: 9.7 m (31 ft 10 in) Wing area: 23.3 m2 (251 sq ft) Empty weight: 784 kg (1,728 lb) Max takeoff weight: 1,080 kg (2,381 lb) Powerplant: 1 × Skoda-built Hispano-Suiza 8Fb V-8 water-cooled piston engine, 220 kW (300 hp) Performance Maximum speed: 225 km/h (140 mph, 121 kn) Service ceiling: 7,500 m (24,600 ft) Rate of climb: 5.88 m/s (1,157 ft/min) Armament Guns: 2× 7.7 mm (0.303 in) Vickers machine guns Aero A.21 Aero A.21 Role - Night trainer aircraft Manufacturer - Aero Vodochody Primary user - Czech Air Force The Aero A.21 was a biplane military trainer aircraft developed in Czechoslovakia from the Aero A.11 reconnaissance-bomber. The aircraft was developed specifically as a night-trainer, to teach Czech Air Force pilots instrument flying techniques. Specifications (A.21) General characteristics Crew: 2 Length: 8.2 m (26 ft 11 in) Wingspan: 12.8 m (42 ft 0 in) Height: 3.1 m (10 ft 2 in) Wing area: 36.5 m2 (393 sq ft) Empty weight: 1,080 kg (2,381 lb) Gross weight: 1,328 kg (2,928 lb) Powerplant: 1 × Breitfeld & Danek Perun I 6-cyl. water-cooled in-line piston engine, 130 kW (180 hp) Performance Maximum speed: 170 km/h (110 mph, 92 kn) Service ceiling: 6,500 m (21,300 ft) Rate of climb: 2.35 m/s (463 ft/min) Wing loading: 36 kg/m2 (7.4 lb/sq ft) Power/mass: 0.100 kW/kg (0.06 hp/lb) Operators Czechoslovakia Aero A.22 Aero A.22 Role - Utility aircraft Manufacturer - Aero Vodochody Primary user - Czechoslovakia The Aero A.22 was a Czechoslovakian biplane civil utility aircraft based on the Aero A.12 reconnaissance-bomber. The observer's position was replaced by seating for two passengers. Specifications (A.22) Data from European Transport Aircraft since 1910 General characteristics Crew: 1 Capacity: 2 passengers Length: 8.3 m (27 ft 3 in) Wingspan: 12.8 m (42 ft 0 in) Wing area: 36.9 m2 (397 sq ft) Empty weight: 1,105 kg (2,436 lb) Gross weight: 1,415 kg (3,120 lb) Powerplant: 1 × Walter 6-cylinder water-cooled in-line piston engine, 160 kW (220 hp) Performance Maximum speed: 200 km/h (120 mph, 110 kn) Cruise speed: 175 km/h (109 mph, 94 kn) Range: 750 km (470 mi, 400 nmi) Service ceiling: 7,650 m (25,100 ft) Aero A.23 Aero A.23 Role - Airliner Manufacturer - Aero Vodochody First flight - 1926 Introduction - 1928 Retired - 1late 1930s Primary user - Czech Airlines Produced - 1920s Number built - 7 The Aero A.23 was a Czechoslovakian airliner of the 1920s. Aero Vodochody had produced the first Czech airliner, the A.10, four of which had served with ČSA, the national airline. The A.23, another biplane, was bigger, more powerful and could carry more passengers. Design and development The Avia A.23 was a single bay biplane with its wings mounted without stagger. Both wings were almost rectangular, though the tips were slightly angled; both carried light dihedral. The upper wing was a little larger in both span and chord and was in three parts, with a short centre-section held over the fuselage on a low cabane. The lower wing was in two parts and mounted on the lower fuselage, braced to the upper wing with a pair of outward-leaning, parallel interplane struts made of profiled steel tubes. Only the upper wings carried ailerons. The wings were two-spar wooden structures and were fabric covered. Its single engine was an uncowled, 310 kW (420 hp) Walter-built Jupiter IV on a steel tube mounting and with a pair of long, airfoil-section fuel tanks placed on the upper wing near the ends of the centre-section. Behind its firewall the fuselage, built from steel tubes, was rectangular in section and housed a passenger cabin 3 m (9 ft 10 in) long fitted with six permanent and two folding seats. Each passenger in the fixed places had a window in the plywood walls. There was engine access via a hatch in the front of the cabin and a toilet at the back. Doors over the wings gave access to the cabin. The A.23 was flown from an open, side-by-side cockpit in the upper fuselage aft of the cabin, with the captain on the left and second pilot/radio operator at his right. A door below the right-hand seat gave access to the engine hatch via the cabin. The cockpit was normally accessed through a low, tetragonal, port-side door. Behind them was a baggage hold. The A.23's straight-edged tailplane, mounted on the upper fuselage and strut-braced from below, was adjustable in flight and carried separate rounded, balanced elevators. Its fin was small, with a large, rounded, balanced rudder which extended down to the keel and worked in a gap between the elevators. All components were steel-framed and fabric-covered. Its fixed, conventional undercarriage originally had mainwheels on a single axle, mounted on V-struts from the lower fuselage with wire cross-bracing. The rear components of the V-struts had rubber disc shock absorbers. By May 1928 the axle had gone and the landing gear made more robust with a transverse X-strut. A castoring steel tailskid had its own rubber shock absorber. Operational history The first A.23 flew in 1926. From 1928, seven A.23s flew ČSA's Prague-Marienbad (Mariánské Lázně) and Prague-Uzhhorod; some remained in service until 1936. Operators 1. Czechoslovakia ČSA Specifications Data from Les Ailes May 1928, Jane's Encyclopedia of Aircraft General characteristics Crew: Two Capacity: Six or seven passengers Length: 12.20 m (40 ft 0 in) Wingspan: 16.60 m (54 ft 6 in) Height: 4.50 m (14 ft 9 in) Wing area: 67 m2 (720 sq ft) Empty weight: 1,790 kg (3,946 lb) Gross weight: 3,100 kg (6,834 lb) Powerplant: 1 × Walter Jupiter IV 9-cylinder radial, 310 kW (420 hp) Propellers: 2-bladed Performance Maximum speed: 185 km/h (115 mph, 100 kn) Cruise speed: 155 km/h (96 mph, 84 kn) Stall speed: 90 km/h (56 mph, 49 kn) minimum speed Range: 620 km (390 mi, 330 nmi) no reserves Service ceiling: 5,500 m (18,000 ft) Time to altitude: 39 min 15 s to 5,000 m (16,000 ft) Take-off distance: 80 m (260 ft) Landing distance: 60 m (200 ft) Aero A.24 A.24 Role - Bomber National origin - Czecho-Slovakia Manufacturer - Aero Number built - 1 The Aero A.24 was a twin-engined biplane bomber aircraft of the 1920s. Flight tests showed it to be severely underpowered, making it useless as a combat aircraft. Only a single prototype was built. Aero proposed a variant designated the A.27 that was to have overcome the A.24's shortcomings by re-engining the design with Bristol Jupiters, but the Czech Air Force was not interested in pursuing this option, and all development ceased. Specifications (A.24) Data from General characteristics Crew: 3/4 Length: 13.7 m (44 ft 11 in) Wingspan: 22.2 m (72 ft 10 in) Height: 4.3 m (14 ft 1 in) Wing area: 106.0 m2 (1,141 sq ft) Empty weight: 2,960 kg (6,526 lb) Gross weight: 4,541 kg (10,011 lb) Powerplant: 2 × Maybach Mb.IV 6-cyl. water-cooled in-line piston engines, 180 kW (240 hp) each Performance Maximum speed: 155 km/h (96 mph, 84 kn) Cruise speed: 110 km/h (68 mph, 59 kn) Range: 600 km (370 mi, 320 nmi) Endurance: 6 hours Service ceiling: 3,600 m (11,800 ft) Rate of climb: 1.36 m/s (267 ft/min) Time to altitude: 36 min 50 s to 3,000 m (9,800 ft) Armament Bombs: up to 700 kg (1,500 lb) of bombs Aero A.25 Aero A.25 Role - Trainer aircraft Manufacturer - Aero Vodochody First flight - 1920s Primary user - Czechoslovakia The Aero A.25 was a biplane military trainer aircraft developed in Czechoslovakia from the Aero A.11 reconnaissance-bomber and generally similar to the Aero A.21 night trainer. Some A.25s were powered by the less powerful 134 kW (180 hp) Breitfeld & Danek Perun I engines, in which case they were designated Aero A.125. Specifications (Aero A.25) Data from Tschechoslowakische Flugzeuge : von 1918 bis heute General characteristics Crew: 2 Length: 8.1 m (26 ft 7 in) Wingspan: 12.8 m (42 ft 0 in) Height: 3.1 m (10 ft 2 in) Wing area: 36.2 m2 (390 sq ft) Empty weight: 985 kg (2,172 lb) Gross weight: 1,270 kg (2,800 lb) Powerplant: 1 × BMW IIIa 6-cylinder qater-cooled in-line piston engine, 136 kW (182 hp) Propellers: 2-bladed fixed-pitch propeller Performance Maximum speed: 160 km/h (99 mph, 86 kn) Service ceiling: 6,500 m (21,300 ft) Rate of climb: 4 m/s (790 ft/min) Wing loading: 35 kg/m2 (7.2 lb/sq ft) Power/mass: 0.110 kW/kg (0.067 hp/lb) Operators Czechoslovakia Aero A.26 A.26 Role - Reconnaissance National origin - Czechoslovakia Manufacturer - Aero Vodochody First flight - 1923 Developed from - Hansa-Brandenburg B.I The Aero A.26 was a Czechoslovakian military reconnaissance biplane aircraft built by Aero Vodochody in the 1920s. It was Aero's last design to be based on the Hansa-Brandenburg B.I aircraft that the company had been building under licence during World War I as the Ae.10. It first flew in 1923 and a small series was built. They were later used in the Czechoslovak civilian aviation. Specifications Data from General characteristics Crew: 2 Length: 8.3 m (27 ft 3 in) Wingspan: 12.3 m (40 ft 4 in) Wing area: 38.5 m2 (414 sq ft) Empty weight: 882 kg (1,944 lb) Gross weight: 1,196 kg (2,637 lb) Powerplant: 1 × BMW IIIa 6-cylinder water-cooled in-line piston engine, 138 kW (185 hp) Performance Maximum speed: 158 km/h (98 mph, 85 kn) Cruise speed: 120 km/h (75 mph, 65 kn) Service ceiling: 6,000 m (20,000 ft) Rate of climb: 2.25 m/s (443 ft/min) Wing loading: 31 kg/m2 (6.3 lb/sq ft) Power/mass: 0.120 kW/kg (0.073 hp/lb) Armament 1 × Machine-gun Light bombs Operators 1. Czechoslovakia Aero A.29 Aero A.29 Role - Floatplane Manufacturer - Aero Vodochody First flight - 05.10.1926 Introduction - 1927 Retired - 1936 Primary user - Czechoslovak Air Force Number built - 9 The Aero A.29 was a military biplane developed in Czechoslovakia from the ubiquitous Aero A.11 reconnaissance-bomber. Aero equipped it with floats and it served as a target tug for training anti-aircraft gunners. Variants The A.29 was built with two engine types: - Breitfeld & Danek Perun II 1927, 5 built - Walter W-IV 1930, 4 built Specifications (A.29) General characteristics Crew: 2, pilot and observer Length: 9 m (29 ft 6 in) Wingspan: 12.8 m (42 ft 0 in) Height: 3.1 m (10 ft 2 in) Wing area: 36.5 m2 (393 sq ft) Empty weight: 1,298 kg (2,862 lb) Gross weight: 1,677 kg (3,697 lb) Powerplant: 1 × Breitfeld & Danek Perun II 6-cyl. water-cooled in-line piston engine, 180 kW (240 hp) Performance Maximum speed: 196 km/h (122 mph, 106 kn) Cruise speed: 150 km/h (93 mph, 81 kn) Service ceiling: 6,700 m (22,000 ft) Rate of climb: 1.74 m/s (343 ft/min) Wing loading: 46 kg/m2 (9.4 lb/sq ft) Power/mass: 0.110 kW/kg (0.07 hp/lb) Armament Guns: 1x 7.70 mm (0.303 in) vz.09 machine gun, 2x 7.70 mm (0.303 in) vz.15 machine guns Aero A.30 A.30 Role - Light reconnaissance bomber National origin - Czechoslovakia Manufacturer - Aero Number built - 79 (+116 A.32) Developed from - Aero A.11 Variants - Aero A.100 / Aero A.32 Developed into - Aero A.100 The Aero A.30 was a biplane light bomber and reconnaissance aircraft built in Czechoslovakia in the late 1920s. It originated as an attempt by Aero to improve the performance of the Aero A.11, but soon evolved into quite a different aircraft, larger and more powerful than its predecessor. The aircraft is readily distinguished from other related types by the difference in spans between its wings - the upper set being of much greater span than the lower. Prototypes of the A.30 were retrospectively designated A.130, with the A.230 the main production version. The A.330 and A.430 featured different, more powerful engines, but the latter of these did not enter production, serving instead as the prototype for the Aero A.100. Variants A.30 Prototype of a light bomber reconnaissance aircraft, powered by a 372.8 kW (500 hp) Skoda L radial engine. A.32 Also derived from the A.11, the A.32 was a light reconnaissance bomber powered by a 335.6 kW (450 hp) Walter Jupiter; 116 aircraft built in several versions. Finnish Air Force examples were powered by 372.8 kW (500 hp) Isotta-Fraschini Asso 500 V-12 engines. A.130 Re-engined with a 372.8 kW (500 hp) Bristol Jupiter VI. A.230 The main production variant; a two-seat bomber powered by a Lorraine 12Eb Courlis W-12 engine. A.330 Re-engined with a 484.7 kW (650 hp) Praga ESV. A.430 Powered by an Avia Vr-36, the A,430 served as the prototype of the Aero A.100. A.100 Operators 1. Czechoslovakia Czechoslovak Air Force 2. Iran Imperial Iranian Air Force purchased one Aero A.30 from Czechoslovakia in 1923 Specifications (A.230) Data from Jane's all the World's Aircraft 1928 General characteristics Crew: 2 (pilot & observer) Length: 10 m (32 ft 10 in) Wingspan: 15.3 m (50 ft 2 in) Wing area: 46.2 m2 (497 sq ft) Empty weight: 1,420 kg (3,131 lb) Gross weight: 2,375 kg (5,236 lb) Powerplant: 1 × Lorraine 12E Courlis W-12 water-cooled piston engine, 340 kW (450 hp) Performance Maximum speed: 198 km/h (123 mph, 107 kn) Service ceiling: 5,800 m (19,000 ft) Rate of climb: 3.083 m/s (606.9 ft/min) Wing loading: 50 kg/m2 (10.2 lb/sq ft) Power/mass: 0.1468 kW/kg (0.0893 hp/lb) Armament Guns: 1 × forward firing 7.7 mm (0.30 in) Vickers machine gun 2 × 7.7 mm (0.30 in) Lewis machine gun in flexible mount for observer Bombs: Up to 500 kg (1,100 lb) of bombs Aero A.32 Aero A.32 Role - Reconnaissance - bomber Manufacturer - Aero First flight - 1927 Introduction - 1928 Retired - 1944 Primary user - Czechoslovak Air Force / Finnish Air Force Number built - 116 The Aero A.32 was a biplane built in Czechoslovakia in the late 1920s for army co-operation duties including reconnaissance and tactical bombing. While the design took the Aero A.11 as its starting point (and was originally designated A.11J), the aircraft incorporated significant changes to make it suited for its new low-level role. Like the A.11 before it, the A.32 provided Aero with an export customer in the Finnish Air Force, which purchased 16 aircraft in 1929 as the A.32IF and A.32GR (which spent most of their service lives as trainers). They were assigned numbers AEj-49 - AEj-64 and were used until 1944. At least one aircraft has survived, AEj-59 is on the show of the Päijänne-Tavastia Aviation Museum. A total of 116 of all variants were built. Variants A.32IF : Attack version for Finland, powered by a 450-hp (336-kW) Isotta Fraschini Asso Caccia piston engine. One machine. A.32GR : Attack version for Finland, powered by a 450-hp (336-kW) Gnome-Rhone built Bristol Jupiter radial piston engine. 15 machines. Ap.32 : Improved version for the Czech Air Force. Also known as the Apb.32. Operators 1. Czechoslovakia Czechoslovakian Air Force Czechoslovakian National Security Guard 2. Finland Finnish Air Force 3. Slovakia Slovak Air Force (1939-45) Specifications (A.32) General characteristics Crew: 2 - pilot and observer Length: 8.2 m (26 ft 11 in) Wingspan: 12.4 m (40 ft 8 in) Height: 3.1 m (10 ft 2 in) Wing area: 36.5 m2 (393 sq ft) Empty weight: 1,046 kg (2,306 lb) Gross weight: 1,917 kg (4,226 lb) Powerplant: 1 × Gnome-Rhône built Bristol Jupiter 9-cyl. air-cooled radial piston engine, 313 kW (420 hp) Performance Maximum speed: 226 km/h (140 mph, 122 kn) Range: 420 km (260 mi, 230 nmi) Service ceiling: 5,500 m (18,000 ft) Rate of climb: 2.85 m/s (561 ft/min) Wing loading: 53 kg/m2 (11 lb/sq ft) Thrust/weight: 0.160 kW/kg (0.10 hp/lb) Armament Guns: 2 × forward-firing .303 in (7.7 mm) Vickers machine guns 2 × .303 in (7.7 mm) Lewis machine guns in flexible mount for observer Bombs: Up to 12 × 10 kg (22 lb) bombs Aero A.34 Kos (Aero A.34) A.34 Kos Role - Light Sport Aircraft National origin - Czechoslovakia Manufacturer - Aero Vodochody First flight - 1929 The Aero A.34 Kos (Czech: "Blackbird") was a small sports and touring biplane built in Czechoslovakia in the 1930s. It was designed in 1929. The design was similar to the De Havilland Gipsy Moth. Of conventional biplane configuration and wooden construction, it featured wings that could be folded to allow it to be towed to and from airfields by automobile (width 2.91 m). A prototype (registration L-BASO) had an 85 hp Walter Vega radial engine. It took part in the Challenge 1929 international contest (piloted by Josef Novak), but had to withdraw due to engine failure and crash-landing on August 8, 1929. Seven A.34s and its variants were built by Aero, with different engines: three A.34Js had the Walter Junior engine, and three A.134s had the 100 hp Walter Venus. They were used as trainers and sports planes in Czechoslovak civilian and military aviation. Variants A.34 A.34J A.34W : Three aircraft powered by the 105 hp (78 kW) Walter Junior inline piston engine. A.134 : One prototype powered by the 130 hp (97 kW) Walter NZ 85 radial piston engine. Specifications (A.34) General characteristics Crew: one Capacity: one passenger Length: 6.8 m (22 ft 4 in) Wingspan: 8.8 m (28 ft 10 in) Height: 2.5 m (8 ft 2 in) Wing area: 21.3 m2 (229 sq ft) Empty weight: 400 kg (882 lb) Gross weight: 640 kg (1,411 lb) Powerplant: 1 × Walter Vega five-cylinder, air-cooled, radial engine, 63 kW (84 hp) Performance Maximum speed: 160 km/h (99 mph, 86 kn) Range: 320 km (200 mi, 170 nmi) Rate of climb: 2.11 m/s (416 ft/min) Wing loading: 30 kg/m2 (6.1 lb/sq ft) Power/mass: 100 W/kg (0.06 hp/lb) Aero A.35 Aero A.35 Role - Airliner National origin - Czechoslovakia Manufacturer - Aero Vodochody The Aero A.35 was a Czechoslovakian airliner of the 1920s and 1930s. Designed by Aero for long-range flight, with a transatlantic crossing in mind, it saw service with CSA although no such crossing was ever attempted. A conventional high-wing monoplane, it was a very modern design for its day in all but one respect - the cockpit still had open sides. An extra passenger could also be accommodated here, beside the pilot. Operational history Two A.35s were sold to an industrial company, and were among the earliest aircraft purchased as corporate transports. In June 1933, Czech Airlines flew the A.35 from the port town of Sušak (the former name for Rijeka). The aircraft was named the “Adriatic Express”. Operators 1. Czechoslovakia Czech Airlines 2. Kingdom of Yugoslavia Yugoslav Royal Air Force - One aircraft was impressed into military service in April 1940. Specifications (A.35) General characteristics Crew: one, pilot Capacity: 5 passengers Length: 9.7 m (31 ft 10 in) Wingspan: 14.5 m (47 ft 7 in) Height: 2.6 m (8 ft 6 in) Wing area: 28.7 m2 (309 sq ft) Empty weight: 1,120 kg (2,469 lb) Gross weight: 1,900 kg (4,189 lb) Powerplant: 1 × Walter Castor 7-cyl. air-cooled radial piston engine, 179 kW (240 hp) Performance Maximum speed: 197 km/h (122 mph, 106 kn) Service ceiling: 4,800 m (15,700 ft) Rate of climb: 2.35 m/s (463 ft/min) Wing loading: 66 kg/m2 (14 lb/sq ft) Power/mass: 0.09 kW/kg (0.06 hp/lb) Aero A.38 Aero A.38 Role - Airliner Manufacturer - Aero Vodochody Primary users - Československé Státní Aerolinie / CIDNA Developed from - Aero A.35 The Aero A.38 was a Czechoslovakian biplane airliner of the 1920s and 1930s. Following the relatively modern A.35, this aircraft was something of a throwback, marrying a fuselage derived from the A.35 to wings copied from the A.23. A few served with CSA, and others with French airline Compagnie Internationale de Navigation Aérienne. These latter aircraft were powered by a French Gnome-Rhône engine instead. Variants A.38-1 : Fitted with a Walter-built Bristol Jupiter radial piston engine. Three built. A.38-2 : Fitted with a Gnome-Rhône 9A2 Jupiter radial piston engine. Two built. Specifications (A.38) General characteristics Crew: Two (pilot and mechanic) Capacity: 8 passengers Length: 12.8 m (42 ft 0 in) Wingspan: 16.6 m (54 ft 6 in) Height: 4.5 m (14 ft 9 in) Wing area: 67 m2 (720 sq ft) Empty weight: 1,740 kg (3,836 lb) Gross weight: 3,150 kg (6,945 lb) Powerplant: 1 × Walter-built Bristol Jupiter 9-cyl. air-cooled radial piston engine, 313 kW (420 hp) Performance Maximum speed: 190 km/h (120 mph, 100 kn) Service ceiling: 4,800 m (15,700 ft) Rate of climb: 1.77 m/s (348 ft/min) Wing loading: 47 kg/m2 (9.6 lb/sq ft) Power/mass: 0.10 kW/kg (0.06 hp/lb) Aero A.42 Aero A.42 Role - Bomber Manufacturer - Aero First flight - 1929 Introduction - 1930 Retired - 1940 Status - Prototype Primary user - Czechoslovak Air Force Number built - 2 The Aero A.42 was a Czechoslovakian bomber aircraft of 1929 that was only ever produced in prototype form. For its day, it was an advanced design, with a sleek monoplane configuration. However, the Czechoslovak Air Force was not satisfied with it for a number of reasons. In particular, the aircraft's take-off and landing runs were felt to be excessively long, and crew complained about the cramped cabin. The air force suggested a set of modifications to Aero, including replacing the wooden wing with a metal one, but Aero discontinued development. On September 20, 1930, one of the two prototypes set international speed records of 253.428 km/h over a 1,000 km (620 mi) closed circuit, carrying payloads of 500 kg (1,100 lb) and 1000 kg (2,200 lb). One prototype was used by the Czechoslovak Air Force until 1938, then by the Slovak Air Force. Probably it was scrapped in 1940. The A.42 was a single-engined high-wing cantilever monoplane with fixed landing gear. Specifications (A.42) General characteristics Crew: three, pilot, observer/bombardier, radio operator/gunner Length: 13.8 m (45 ft 3 in) Wingspan: 20.8 m (68 ft 3 in) Height: 3.4 m (11 ft 2 in) Wing area: 54 m2 (580 sq ft) Empty weight: 2,940 kg (6,482 lb) Gross weight: 4,740 kg (10,450 lb) Powerplant: 1 × Isotta-Fraschini Asso 750 W-18 water-cooled piston engine, 597 kW (801 hp) Performance Maximum speed: 270 km/h (170 mph, 150 kn) Service ceiling: 7,000 m (23,000 ft) Rate of climb: 1.67 m/s (329 ft/min) Wing loading: 88 kg/m2 (18 lb/sq ft) Power/mass: 0.080 kW/kg (0.08 hp/lb) Armament Guns: 1 × 7.9 mm machine gun in ventral position 1 × 7.9 mm machine gun in dorsal turret Bombs: 400 kg (882 lb) of small bombs Aero A.46 A.46 Role - Trainer National origin - Czechoslovakia Manufacturer - Aero Number built - 1 The Aero A.46 was a Czechoslovakian military trainer biplane that flew in prototype form in 1931. No mass production resulted from Aero. Specifications (A.46) General characteristics Crew: two, student and instructor Length: 8.45 m (27 ft 9 in) Wingspan: 11.82 m (38 ft 9 in) Wing area: 32.6 m2 (351 sq ft) Empty weight: 1,134 kg (2,500 lb) Gross weight: 1,488 kg (3,280 lb) Powerplant: 1 × Skoda-built Hispano-Suiza 8Fb V-8 water-cooled piston engine, 224 kW (300 hp) Performance Maximum speed: 196 km/h (122 mph, 106 kn) Service ceiling: 4,850 m (15,910 ft) Rate of climb: 2.783 m/s (547.8 ft/min) Wing loading: 46 kg/m2 (9.4 lb/sq ft) Power/mass: 0.150 W/kg (0.09 hp/lb) Aero A.100 A.100 Role - Light bomber / Reconnaissance aircraft National origin - Czechoslovakia Manufacturer - Aero Vodochody First flight - 1933 Retired - late 1940s Primary user - Czechoslovakian Air Force Produced - 1933-1935 Number built - 44 The Aero A.100 was a biplane light bomber and reconnaissance aircraft built in Czechoslovakia during the 1930s. It was the final step in a design lineage that extended back to the Aero A.11 a decade earlier. A.100s remained in service throughout World War II and for a few years postwar. Design and development Development of the A.100 was in response to a Czechoslovak Air Force requirement of 1932 for a uniform replacement for the A.11s, Aero Ap.32s, and Letov Š.16s then in service. Work began with a revision of the Aero A.430 that quickly became quite a different aircraft. Of standard biplane configuration, the A.100 was a somewhat ungainly-looking aircraft which was obsolescent by the time of its first flight in 1933, becoming a member of the final generation of biplane military aircraft to be designed in Europe. Operational history Nevertheless, since the only other competitor for the air force contract, the Praga E.36, had not flown by the close of tenders, the A.100 was ordered for production. A total of 44 were built, in two batches. Further development The Aero A.100 was later developed into Aero A.101 with Praga Isotta Fraschini Asso 1000 RV engine (800 h.p.), first flying in December 1934, this type served in the Spanish Civil War curiously on both sides of the conflict. Further development led to Aero Ab.101 (enlarged hull and wings plus Avia Hispano Suiza HS 12 Ydrs engine rated 860 h.p.) produced from 1936 to 1937 and serving in the Czechoslovak Air Force up to its dissolution in March 1939. Final stage of the development was Aero A.104, where Ab.101 was converted to a high-wing monoplane with enclosed cockpit, only one prototype was built in 1937. Specifications (A.100) Data from General characteristics Crew: 2 Length: 11.08 m (36 ft 4 in) Wingspan: 14.7 m (48 ft 3 in) Height: 3.6 m (11 ft 10 in) Wing area: 44.3 m2 (477 sq ft) Empty weight: 2,040 kg (4,497 lb) Gross weight: 3,220 kg (7,099 lb) Max takeoff weight: 3,219 kg (7,097 lb) Powerplant: 1 × Avia Vr.36 V-12 water-cooled piston engine, 552 kW (740 hp) Performance Maximum speed: 270 km/h (170 mph, 150 kn) Range: 900 km (560 mi, 490 nmi) Service ceiling: 6,500 m (21,300 ft) Rate of climb: 4.2 m/s (830 ft/min) Wing loading: 73 kg/m2 (15 lb/sq ft) Power/mass: 0.170 kW/kg (0.103 hp/lb) Armament Guns: 2× forward-firing 7.92 mm (0.312 in) vz. 30 (Česká zbrojovka Strakonice) machine guns 2× 7.92 mm vz. 30 (Česká zbrojovka Strakonice) machine guns in a ring mount for the observer Bombs: 600 kg (1,300 lb) Operators 1) Czechoslovakia Czechoslovakian Air Force 2) Germany Luftwaffe (small numbers) 3) Slovakia Slovak Air Force (1939-1945) Aero A.101 A.101 Role - Light bomber / Reconnaissance aircraft Manufacturer - Aero Vodochody First flight - 12 December 1934 Produced - 1930s Number built - 50 The Aero A.101 was a biplane light bomber and reconnaissance aircraft built in Czechoslovakia during the 1930s. Design and development The Aero A.101 was an attempt to improve the Aero A.100 by enlarging it and fitting it with a more powerful engine. However, even with 33% more power, performance was actually inferior, and the Czechoslovak Air Force was not interested in the type. Production did result when 50 were ordered by Spanish Republican forces for use in the Spanish Civil War. Some of these aircraft were captured by Nationalists while en route and used against their original buyers. Local demand eventually was forthcoming, and a re-engined version was produced as the Ab.101. Operators 1. Czechoslovakia Czechoslovakian Air Force 2. Slovakia Slovak Air Force (1939-1945) 3. Spanish Republic Spanish Republican Air Force 4. Spanish State Spanish Nationalist Air Force Specifications (A.101) Data from General characteristics Crew: 2 Length: 12.09 m (39 ft 8 in) Wingspan: 16.99 m (55 ft 9 in) Height: 3.73 m (12 ft 3 in) Wing area: 58.7 m2 (632 sq ft) Empty weight: 2,578 kg (5,684 lb) Gross weight: 4,345 kg (9,579 lb) Powerplant: 1 × CKD Praga-Isotta Fraschini Asso 750 W-18 water-cooled piston engine, 738 kW (990 hp) Propellers: 2-bladed wooden fixed-pitch propeller Performance Maximum speed: 265 km/h (165 mph, 143 kn) Range: 845 km (525 mi, 456 nmi) Service ceiling: 5,500 m (18,000 ft) Rate of climb: 2.5 m/s (490 ft/min) Wing loading: 74 kg/m2 (15 lb/sq ft) Power/mass: 0.170 kW/kg (0.103 hp/lb) Armament Guns: 2× forward-firing 7.92 mm (0.312 in) vz.30 (Česká zbrojovka Strakonice) machine guns 2× 7.92 mm vz.30 (Česká zbrojovka Strakonice) in ring mount for observer Bombs: 500 kg (1,100 lb) Aero A.102 Aero A.102 Role - Fighter aircraft Manufacturer - Aero Vodochody First flight - 1934 Introduction - n/a Primary user - Czech Air Force The Aero A.102 was a Czechoslovakian fighter aircraft that flew in prototype form in 1934. It was developed in response to a Czech Air Force requirement of that year, but was passed over in favour of the Avia B.35. The A.102 was of gull winged monoplane configuration with tailwheel undercarriage, and was perhaps inspired by the successful PZL P.11. Specifications (A.102) Data from The Complete Book of Fighters General characteristics Crew: 1 Length: 7.30 m (23 ft 11 in) Wingspan: 11.50 m (37 ft 9 in) Wing area: 18.50 m2 (199.1 sq ft) Empty weight: 1,478 kg (3,258 lb) Gross weight: 2,036 kg (4,489 lb) Powerplant: 1 × Walter-built Gnome-Rhône 14Kfs Mistral Major radial engine, 600 kW (800 hp) Performance Maximum speed: 434 km/h (270 mph, 234 kn) Range: 670 km (420 mi, 360 nmi) Time to altitude: 5.8 min to 5,000 m (16,405 ft) Armament Guns: 4× 7.92 mm (0.312 in) ZB vz. 30 machine guns Aero A.104 A.104 Role - Light bomber / Reconnaissance aircraft Manufacturer - Aero Vodochody First flight - 1937 Status - Did not enter production Number built - 2 The Aero A.104 was a parasol monoplane light bomber and reconnaissance aircraft built in Czechoslovakia during the 1930s. It was the final derivative of the Aero A.100, and was essentially an Aero Ab.101 with an enclosed cockpit and without the lower wing. Although two different prototypes flew in 1937, it was not mass-produced. Specifications (A.104) General characteristics Length: 10.8 m (35 ft 5 in) Wingspan: 15.5 m (50 ft 10 in) Wing area: 35.4 m2 (381 sq ft) Gross weight: 3,100 kg (6,834 lb) Powerplant: 1 × ČKD-built Hispano-Suiza 12Ydrs V-12 Liquid-cooled piston engine, 642 kW (861 hp) Performance Maximum speed: 330 km/h (210 mph, 180 kn) Range: 1,000 km (620 mi, 540 nmi) Service ceiling: 9,000 m (30,000 ft) Rate of climb: 6.8 m/s (1,340 ft/min) Wing loading: 88 kg/m2 (18 lb/sq ft) Power/mass: 0.21 kW/kg Armament Bombs: 200 kg (440 lb) Aero A.200 Aero A.200 Role - Sportsplane Manufacturer - Aero Vodochody First flight - 1934 Primary user - Czechoslovakia Produced - 1934 Number built - 2 The Aero A.200 was a sportsplane of Czechoslovakia, designed and built specifically to compete in Challenge 1934, the European touring plane championships. It was a four-seater low-wing monoplane. Operational service Flown in competition by Ján Ambruš, the A.200 took fourth place, beaten by the RWD-9 (that took both first and second places for Poland) and the Fieseler Fi 97 (from Germany). The other A.200, flown by Vojtěch Žaček, took the 14th place for 34 competitors. They carried registrations OK-AMA and OK-AMB. In a technical evaluation, A.200s scored the 4th result from among aircraft types taking part in the Challenge. They had the best short take-off capabilities in the contest - A.200s needed 74.5-77.6 m to take off and fly over 8-m high gate, although they needed some 118 m to land from above the gate. Description Mixed construction low-wing monoplane, braced with wire. Fuselage of a steel frame, covered with wood and canvas, elliptical in cross-section. Rectangular wings of wooden construction, canvas covered, fitted with all-span slats and with flaps. Wings were folding rearwards. Cab had two seats side by side in front, with twin controls, and two seats in the rear, under a common multi-part canopy. Fixed landing gear with a rear skid. Radial engine in fuselage nose, with NACA cowling. Two-blade propeller. Specifications (A.200) General characteristics Crew: 1 or 2 Capacity: 2 or 3 passengers Length: 7.80 m (25 ft 7 in) Wingspan: 11.10 m (36 ft 5 in) Height: 2.55 m (8 ft 4 in) Wing area: 16.6 m2 (179 sq ft) Empty weight: 560 kg (1,235 lb) Gross weight: 950 kg (2,094 lb) Powerplant: 1 × Walter Bora 9-cyl. air-cooled radial piston engine, 160 kW (220 hp) Performance Maximum speed: 255 km/h (158 mph, 138 kn) Cruise speed: 220 km/h (140 mph, 120 kn) Stall speed: 55 km/h (34 mph, 30 kn) Range: 800 km (500 mi, 430 nmi) Service ceiling: 6,300 m (20,700 ft) Wing loading: 57.2 kg/m2 (11.7 lb/sq ft) Power/mass: 0.17 kW/kg (0.11 hp/lb) Aero A.204 Aero A.204 Role - Airliner Manufacturer - Aero Vodochody Designer - A. Husnick First flight - 1936 Status - Did not enter production Primary user - Czech Airlines The Aero A.204 was a Czechoslovakian airliner that flew in prototype form in 1936. It was developed specifically for ČSA, but much to Aero's surprise and disappointment, the national airline selected a British product instead, the Airspeed Envoy. Unable to find a customer, Aero began to develop a military version instead, as the A.304. Whilst Czechoslovakia was under occupation by Nazi Germany, Aero manufactured the Siebel Si 204 under licence. Similar in configuration to the A.204, these two aircraft are occasionally confused, but the correct Czech designation for the Siebel product is C-3. Specifications Data from Les Ailes December 1936 General characteristics Crew: Two Capacity: Eight passenger Length: 13 m (42 ft 8 in) Wingspan: 19 m (62 ft 4 in) Height: 3 m (9 ft 10 in) Wing area: 46 m2 (500 sq ft) Empty weight: 2,850 kg (6,283 lb) Gross weight: 4,300 kg (9,480 lb) Fuel capacity: 630 l (140 imp gal; 170 US gal) Powerplant: 2 × Walter Pollux IIR-2 9-cylinder radial, 270 kW (360 hp) each geared down 2:3 Propellers: 2-bladed wood Performance Maximum speed: 320 km/h (200 mph, 170 kn) at 1,400 m (4,600 ft) Cruise speed: 286 km/h (178 mph, 154 kn) at 1,400 m (4,600 ft) Range: 900 km (560 mi, 490 nmi) Service ceiling: 5,800 m (19,000 ft) practical Take-off distance: 145 m (476 ft) Landing distance: 240 m (790 ft) Aero A.300 A.300 Role - Bomber Manufacturer - Aero Vodochody First flight - 1938 Primary user - Czechoslovak Air Force Developed from - Aero A.304 The Aero A.300 was a Czechoslovak bomber aircraft that first flew in 1938 as a much refined development of the A.304 (despite what the numbering would suggest). Designed by Aero as a replacement for the obsolete, locally-built Bloch MB.200 bombers Czechoslovak Air Force, the Aero A-304 transport/bomber formed the basis for its design. The new aircraft mounted Bristol Mercury IX radial engines rated at 610 kW/820 hp and carried three machine guns for defense. The A-300 was faster than any other Czechoslovakian aircraft in the inventory except for the Avia B-35 fighter. Despite showing much promise, development and production of the aircraft was interrupted by the outbreak of World War II. Operators 1) Czechoslovakia Czechoslovak Air Force 2) Slovakia Slovak Air Force (1939-45) Specifications (A.300) General characteristics Crew: 3 Length: 13.5 m (44 ft 3 in) Wingspan: 19.2 m (63 ft 0 in) Height: 3.4 m (11 ft 2 in) Wing area: 45.4 m2 (489 sq ft) Empty weight: 3,955 kg (8,719 lb) Gross weight: 4,347 kg (9,583 lb) Max takeoff weight: 6,040 kg (13,316 lb) Powerplant: 2 × Bristol Mercury IX 9-cyl. air-cooled radial piston engines, 610 kW (820 hp) each Performance Maximum speed: 456 km/h (283 mph, 246 kn) Range: 2,200 km (1,400 mi, 1,200 nmi) Service ceiling: 9,400 m (30,800 ft) Armament Guns: 1 × fixed forward-firing 7.92 mm vz.30 (Česká zbrojovka Strakonice) machine gun 1 × 7.92 mm vz.30 machine gun in dorsal turret 1 × 7.92 mm vz.30 machine gun in rearward-firing ventral position Bombs: Up to 1,000 kg (2,200 lb) of bombs Aero A.304 A.304 Role - Bomber Manufacturer - Aero Vodochody First flight - 1937 Primary users - Czechoslovak Air Force + Germany, Bulgaria Number built - 19 Developed into - Aero A.300 The Aero A.304 was a Czechoslovakian bomber aircraft that first flew in 1937. It had originally been developed as an airliner, the A.204, but when Aero could not find buyers for the design, it was militarised and successfully marketed to the Czechoslovak Air Force. It was also exported to Bulgaria, where it was known as the "Pelikan". Operators 1. Bulgaria Bulgarian Air Force - (One unit in service) 2. Czechoslovakia Czechoslovakian Air Force 3. Germany Luftwaffe - (War plunder from Czechoslovak Air Force) 4. Slovakia Slovak Air Force (1939-45) Specifications (A.304) Data from War Planes of the Second World War: Volume Seven General characteristics Crew: 3 Length: 13.21 m (43 ft 4 in) Wingspan: 19.2 m (63 ft 0 in) Height: 3.4 m (11 ft 2 in) Wing area: 45.3 m2 (488 sq ft) Empty weight: 3,006 kg (6,627 lb) Gross weight: 4,364 kg (9,621 lb) Powerplant: 2 × Walter Super Castor IMR 9-cyl. air-cooled radial piston engine, 343 kW (460 hp) each Performance Maximum speed: 322 km/h (200 mph, 174 kn) at 1,750 m (5,741 ft) Cruise speed: 290 km/h (180 mph, 160 kn) Range: 1,199 km (745 mi, 647 nmi) Service ceiling: 5,800 m (19,000 ft) Rate of climb: 6.75 m/s (1,329 ft/min) Armament Guns: 1 × fixed forward-firing 7.92 mm ZB-30 machine gun 1 × 7.92 mm ZB-30 machine gun in dorsal turret 1 × 7.92 mm ZB-30 machine gun in rearward firing ventral position Bombs: Up to 300 kg (660 lb) of bombs Aero Ae 01 Ae 01 Role - Trainer National origin - Czechoslovakia Manufacturer - Aero First flight - 1919 Developed from - Hansa-Brandenburg B.I The Aero Ae 01 was a Czechoslovakian military trainer biplane built in 1919 and was Aero's first attempt to modify one of the aircraft designs they had been manufacturing under licence during World War I, the Hansa-Brandenburg B.I. The project was originally designated as Ae 10, but later re-designated to Ae 01. The army operated the aircraft under designation A-1. Specifications (Ae 01) General characteristics Crew: 2 Length: 8.5 m (27 ft 11 in) Wingspan: 12.3 m (40 ft 4 in) Wing area: 35 m2 (380 sq ft) Empty weight: 715 kg (1,576 lb) Gross weight: 933 kg (2,057 lb) Powerplant: 1 × Mercedes D.I 6-cyl. water-cooled in-line piston engine, 75 kW (100 hp) Performance Maximum speed: 110 km/h (68 mph, 59 kn) Rate of climb: 1.75 m/s (344 ft/min) Operators 1. Czechoslovakia - Czechoslovak Air Force Aero Ae 02 Ae 02 Role - Fighter National origin - Czecho-Slovakia Manufacturer - Aero Designer - Husnik and Vlasak First flight - 1920 Number built - 1 Developed into - Aero Ae 04 The Aero Ae 02 was the first fighter aircraft to be designed and built in Oshowitz. The Aero aircraft first flew in 1920. Design and development Designed by Husnik and Vlasak, it was of conventional biplane configuration. The orthodox two spar upper wing was straight, without dihedral and constructed in one piece, was supported above the fuselage on two sets of outward sloping N struts and an inverted V cabane. The lower wing was in two sections attached to stub 'winglets' on the fuselage. Top and bottom planes were separated by one built up strut of formation with the main upright of the strut between the rear spars of the wings and the 'feet' pointing forward and attached to the front strut. Balanced ailerons were fitted to the top wing only operated by a rod and tubular hinge mechanism, rather than the more usual cables. A lifting cantilevered tailplane was fitted with divided and balanced elevators and the triangular tail fin carried a balanced rudder. The fuselage was designed to be built in Duralumin, but the prototype used welded steel tube. It was of approximately rectangular section with slightly convex panels all round and was internally wire braced. An auxiliary petrol tank of aerofoil section was mounted between the wheels and could be jettisoned by means of a quick release mechanism. The aircraft's performance was adequate for a fighter of its day, but the Czechoslovak Air Force was not interested in purchasing it. Flown by Josef Novak, the Ae 02 went on to win the Silver Cup at the Czech Aeroclub's annual flying meet of 1921 for best overall performance. Development continued as the Ae 04. Specifications (Ae 02) General characteristics Crew: 1 Length: 5.45 m (17 ft 11 in) Wingspan: 8.24 m (27 ft 0 in) Height: 2.7 m (8 ft 10 in) Wing area: 16.7 m2 (180 sq ft) Empty weight: 545 kg (1,202 lb) Gross weight: 867 kg (1,911 lb) Powerplant: 1 × Hispano-Suiza 8Ba V-8 water-cooled piston engine, 164 kW (220 hp) Performance Maximum speed: 225 km/h (140 mph, 121 kn) Rate of climb: 2.87 m/s (565 ft/min) Armament Guns: 2 x synchronised .303 in (7.7 mm) Vickers machine guns Aero Ae 03 Ae 03 Role - Reconnaissance National origin - Czechoslovakia Manufacturer - Aero Number built - 1 The Aero Ae 03 was a prototype Czechoslovakian military reconnaissance aircraft designed in 1921. It was an ambitious monoplane design, and was completely original to Aero, unlike the firm's licence-built designs from World War I. It was to be equipped with an early turbocharger. As work progressed, it became clear that the finished product would not meet the Czech Air Force specifications required, as it would be too heavy. Redesign was judged to be impractical, and so construction was halted before the aircraft ever flew. Specifications (Ae 03) General characteristics Crew: 2 Wingspan: 8.2 m (26 ft 11 in) Wing area: 18.7 m2 (201 sq ft) Powerplant: 1 × Hispano-Suiza 8Aa V-8 water-cooled piston engine, 134 kW (180 hp) Armament Guns: 1 x machine gun Aero Ae 04 Ae 04 Role - Fighter Manufacturer - Aero First flight - 1921 Number built - 1 Developed from - Aero Ae 02 Variants - Aero A.18 The Aero Ae 04 was a Czechoslovakian biplane fighter aircraft of 1921. A development of the Ae 02, it was no more successful than its predecessor in attracting purchase orders, and it flew only in prototype form. Undaunted by the lack of interest, development continued as the A.18. Specifications (Ae 04) Data from The Complete Book of Fighters General characteristics Crew: 1 Length: 5.6 m (18 ft 4 in) Wingspan: 7.7 m (25 ft 3 in) Wing area: 14.6 m2 (157 sq ft) Empty weight: 670 kg (1,477 lb) Gross weight: 900 kg (1,984 lb) Powerplant: 1 × BMW IIIa 6-cyl. water-cooled in-line piston engine, 138 kW (185 hp) Performance Maximum speed: 225 km/h (140 mph, 121 kn) Cruise speed: 185 km/h (115 mph, 100 kn) Endurance: 1 hour Service ceiling: 6,000 m (20,000 ft) Time to altitude: 5,000 m (16,000 ft) in 14 minutes Armament 2 x synchronised 7.92 mm (0.312 in) Vickers machine guns Aero Ae-45 (Aero 145) Ae 45 Role - Utility aircraft Manufacturer - Aero Vodochody, Let Kunovice First flight - 21 July 1947 Primary users - Czechoslovakia, China, East Germany, France, Hungary, Italy, Poland, Romania, USSR and Switzerland Produced - 1947-1961 Number built - 590 The Aero 45 was a twin-piston engined civil utility aircraft produced in Czechoslovakia after World War II. Aero Vodochody produced the aircraft in 1947-1951, after which the Let Kunovice rolled out these planes until 1961. In 1958 the Ae-45S became the first Czechoslovak plane to cross the Atlantic Ocean. It was the first product of the nation's postwar aviation industry and proved a great success, with many of the 590 produced being exported. Design and development Development began 1946 and was accomplished by the technical designers Jiři Bouzek, Ondřej Němec and František Vik. The design bears a superficial resemblance, when viewed nose-on, to the much larger German Siebel Si 204 which, among other German aircraft were produced in Czechoslovakia while under German occupation. The prototype (registered OK-BCA) flew for the first time on 21 July 1947 and the second, registered OK-CDA, one year later. Flight testing ran without incidents and the type was released for series production in 1948. The model number of "45" was not a continuation of Aero's pre-war numeration scheme, but a reference to the 4/5 seats in the aircraft. Description The Aero 45 had a sleek, teardrop-shaped fuselage, with a rounded, extensively-glazed nose affording excellent visibility. It had a low wing on which the engine nacelles were mounted, and a conventional tail. The main undercarriage was retractable but the tailwheel was fixed. Operational history Ae-45 prototypes were widely advertised abroad. In August 1949 Jan Anderle won the Norton Griffiths Race in Great Britain (Ae-45 registration OK-DCL). They also set several international records. As a result, apart from Eastern Bloc countries, the plane was also bought by Italy and Switzerland. On 10-11 August 1958 Dr. Pier Paolo Brielli flew an Italian Ae-45 3000 kilometers from South America to Dakar across the southern Atlantic (as the first Czechoslovak-built aircraft). In 1981 Jon Svensen flew Ae-45S from Europe to the USA. This type was used in Czechoslovakia and was exported to the People's Republic of China, East Germany, France, Hungary, Italy, Poland, Romania, Soviet Union and Switzerland. Hungary was a major customer, where the aircraft was known as the Kócsag (Hungarian: "Egret"). Variants Aero 45 First production version built in Aero factory. 200 built between 1948 and 1951. Aero 45S "Super Aero" Improved variant produced by Let in Kunovice factory, among others with better navigational equipment. 228 aircraft built between 1954 and 1959. Aero 145 (I) Larger five-seat derivative of Ae-45 powered by Walter Minor 6-III engines and tricycle landing gear, not built. Aero 145 (II) Version with engines changed to supercharged Motorlet (Walter) M332, produced later as Avia M 332s. This version was developed and built by Let, 162 aircraft built between 1959 and 1961. Aero 245 Similar to 145, but with a tailwheel, not built. Aero 345 Aero 45 airframe powered by Walter Minor 6-III engines, not built. Sungari-1 Chinese unlicensed copy of the Aero Ae 45S, produced from 1958. Operators Civil operators 1. Australia Commodore Aviation 2. Czechoslovakia 3. East Germany Interflug 4. Hungary Hungarian Police Hungarian Air Ambulance Service 5. Italy 6. Malaya 7. Poland LOT Polish Airlines operated three Ae-45 in 1952-1957. Polish Air Ambulance Service operated Ae-45 and Ae-145. 8. Romania Aviasan 9. Soviet Union Aeroflot 10. Switzerland 11. Slovenia Aeroclub Ajdovščina 12. Vietnam Vietnam Civil Aviation Department - later as Vietnam Civil Aviation (now Vietnam Airlines). Military operators 1. People's Republic of China People's Liberation Army Air Force operated license-built Suingari-1 variant. 2. Czechoslovakia Czechoslovak Air Force operated aircraft under designation K-75, for liaison purpose. Czechoslovakian National Security Guard. 3. East Germany East German Air Force 4. Hungary Hungarian Air Force 5. India Indian Air Force operated a single aircraft gifted by the Czech government. 6. Katanga Katangese Air Force 7. Romania Romanian Air Force 8. Vietnam Vietnam People's Air Force - three Ae-45 from 1956 (acquired from China). Specifications (Aero 145) Data from Jane's All The World's Aircraft 1961-62 General characteristics Crew: 1 Capacity: 3-4 passengers Length: 7.77 m (25 ft 6 in) Wingspan: 12.25 m (40 ft 2 in) Height: 2.3 m (7 ft 7 in) Wing area: 17.1 m2 (184 sq ft) Airfoil: Aero No.58-64 Empty weight: 960 kg (2,116 lb) Gross weight: 1,500 kg (3,307 lb) Max takeoff weight: 1,600 kg (3,527 lb) (full fuel) Fuel capacity: 324 l (86 US gal; 71 imp gal) Powerplant: 2 × Avia M 332-III 4-cylinder air-cooled inverted in-line piston engines, 100 kW (140 hp) each Propellers: 2-bladed Type V410, 1.9 m (6 ft 3 in) diameter electrically-operated metal 4-position variable-pitch propellers Performance Maximum speed: 282 km/h (175 mph, 152 kn) at 1,600 kg (3,500 lb) AUW Cruise speed: 250 km/h (160 mph, 130 kn) at 1,600 kg (3,500 lb) AUW Range: 1,700 km (1,100 mi, 920 nmi) Service ceiling: 5,900 m (19,400 ft) Service ceiling one engine out: 2,200 m (7,200 ft) Rate of climb: 5 m/s (980 ft/min) Wing loading: 87.8 kg/m2 (18.0 lb/sq ft) Power/mass: 9.5 kg/kW (15.7 lb/hp) Take-off run to 15 m (49 ft): 460 m (1,510 ft) Aircraft of comparable role, configuration, and era Akaflieg Berlin B9 Beechcraft Twin Bonanza Ikarus 451 Miles Gemini Reid and Sigrist R.S.3 Aero Ae 50 Ae 50 Role - Artillery observation post National origin - Czecho-Slovakia Manufacturer - Aero Vodochody First flight - 14 April 1949 Number built - 1 The Aero Ae 50 was a prototype propeller-driven military reconnaissance aircraft built in Czechoslovakia. Designed with the artillery spotting role in mind, the Ae 50 was a high-wing monoplane of unusual design, with a fuselage that terminated abruptly immediately aft of the crew cabin, leaving the tailplane to be mounted on a single boom attached to the wing. The tailwheel was mounted at the rear of the fuselage. This arrangement had been intended to maximise the observer's field of view. Another unusual feature was that it incorporated a towing point to allow it to be towed by another, longer-range aircraft to enable it to be transported to a combat zone outside of its own range without having to stop and refuel. First flown on 14 April 1949, it was evaluated against the Praga E-55 for a defence ministry contract. The Ae 50 was found to have a range of flaws, including directional stability and the operation of the leading-edge slots. These problems were overcome, but the problem of the aircraft being somewhat overweight proved insoluble, and Aero abandoned development of the aircraft. Specifications (Ae 50) General characteristics Crew: 2 Length: 7.1 m (23 ft 4 in) Wingspan: 10.5 m (34 ft 5 in) Height: 2.46 m (8 ft 1 in) Wing area: 15.1 m2 (163 sq ft) Empty weight: 460 kg (1,014 lb) Gross weight: 730 kg (1,609 lb) Powerplant: 1 × Walter Minor 4-III inverted 4-cyl. air-cooled in-line piston engine, 78 kW (105 hp) Performance Maximum speed: 171 km/h (106 mph, 92 kn) Service ceiling: 4,370 m (14,340 ft) Rate of climb: 2.333 m/s (459.3 ft/min) Aero Ae 270 Spirit (Aero Ae 270 Ibis) Ae 270 Spirit Role - Civil utility aircraft National origin - Czech Republic Manufacturer - Aero Vodochody First flight - 25 July 2000 The Aero Ae270 Spirit was a single-engine turboprop general utility aircraft that was developed by the Czech aircraft company Aero Vodochody. A prototype made its maiden flight in 2000, with European Aviation Safety Agency (EASA) Type Certification in 2005 and Federal Aviation Administration (FAA) type certification in 2006. No production followed. History Prototype Design began in the early 1990s. The aircraft's configuration was finalized by 1993. In 1997, Aero signed an agreement with AIDC of Taiwan to jointly manufacture and market the aircraft through Ibis Aerospace. The first prototype (0001, OK-EMA) was completed in 2000, and it first flew on July 25, 2000. The initial design of the aircraft was projected to have an empty weight of 1,790 kilograms (3,950 lb), a maximum take-off weight of 3,000 kilograms (6,600 lb), and a ceiling of 7,620 metres (25,000 ft). Five prototypes were planned, two for static and dynamic tests and three for flight tests. The requirements changed and the aircraft was redesigned for greater performance and capabilities, new equipment added, a new engine variant chosen. The second (partial) prototype was used for static tests and the fourth, for fatigue tests. The third prototype (OK-SAR) first flew in 2002. The fifth prototype (OK-LIB) was finished in 2003, with its first flight in February. The sixth prototype (OK-INA) was also finished in 2003. UCL (Czech Civil Aeronautical Institute) added more requirements, which delayed further tests. The first prototype was no longer usable for EASA test flights as changes were significant. A seventh prototype (OK-EVA) was built in 2004. In 2004, AIDC announced that it would not deliver wings for additional airplanes. Aero Vodochody also had issues with money for certification and some members of upper management at Aero were against the program. Deteriorating flight parameters and Aero management interest led to cancellation of preliminary orders. Aero Vodochody was never able to calculate a production price, mostly because the wing was produced in Taiwan and alternate production in Czech Republic was never envisioned. In 2004, AIDC announced that its business priorities had shifted from the civil to military aviation. At the same time, Aero Vodochody's upper management experienced a similar shift in their business priorities. Aero management's declining interest led to the cancellation of eighty advance orders for the Ae 270 aircraft. Certification Airworthiness was certified by the Czech Civil Aviation Authority permitting training and aerial work, including commencement of commercial use. EASA certification completed on December the 12th 2005. The FAA certificate was received on 24 February 2006. Programme suspension During 2008 the project was suspended, jigs and tools removed and 3 unfinished fuselages (including fatigue test prototype 0004) were moved to the Air Park Zruč u Plzně museum. In July 2011, Aero Vodochody stated that the Ae-270 Ibis/Spirit program (including know-how, jigs and tools) would be sold to Belarus, where serial production was planned to start in 2015. Aircraft Integrated Solutions, a British aviation engineering company based in Manchester, announced in August 2016 that it would restart the programme after its intellectual property and rights as well as European and US type certificates were acquired by its parent, Lebanese investment house COPS. Specifications (Ae 270HP) Data from Jane's All The World's Aircraft 2003-2004 General characteristics Crew: 1 or 2 Capacity: ** 8 passengers or 1,200 kg (2,600 lb) cargo Length: 12.23 m (40 ft 1 in) Wingspan: 13.82 m (45 ft 4 in) Height: 4.78 m (15 ft 8 in) Wing area: 21.00 m2 (226.0 sq ft) Aspect ratio: 9.1:1 Empty weight: 2,300 kg (5,071 lb) Gross weight: 3,700 kg (8,157 lb) Fuel capacity: 1,170 L (310 US gal; 260 imp gal) Powerplant: 1 × Pratt & Whitney Canada PT6A-66A turboprop, 630 kW (850 shp) Propellers: 4-bladed Hartzell HC-D4N-3/D9511FK, 2.41 m (7 ft 11 in) diameter Performance Cruise speed: 500 km/h (310 mph, 270 kn) at FL 200 (max. cruise) Stall speed: 76 km/h (47 mph, 41 kn) (flaps down) Range: 2,980 km (1,850 mi, 1,610 nmi) (30 minutes reserves); 2,630 km (1,630 mi; 1,420 nmi) Service ceiling: 9,140 m (29,990 ft) Rate of climb: 8.7 m/s (1,710 ft/min) Aero HC-2 Heli Baby Aero HC-2 Heli Baby Role - Light helicopter National origin - Czechoslovakia Manufacturer - Aero Vodochody Designer - Jaroslav Šlechta First flight - December 3, 1954 Introduction - 1955 Produced - 1958-1962 Number built - 23 (including 2 prototypes) The Aero HC-2 Heli Baby is a two-seat light general-purpose utility helicopter, designed by engineer Jaroslav Slechta, and produced by the Czechoslovakian company Aero Vodochody in the 1950s. It has a three-bladed main rotor, and a two-bladed tail rotor. The helicopter has an entirely metal frame and cockpit, and windows made of Plexiglas. It was the first and the only Czechoslovakian-designed helicopter to be produced. Design and development The helicopter was designed by an engineer named Jaroslav Slechta. Construction of the prototype began in 1951, and testing commenced in 1954. The first flight occurred on December 3, 1954, and the public was introduced to the helicopter in 1955 at the Brno Industries Fair. Production was slated to begin in 1957, however, engine problems delayed it. The initial batch produced 200 of these helicopters. The Czechoslovakian Air Force was a user of the HC-2, as was the Czechoslovak People's Army. The Heli Baby is capable of carrying a pilot and 220 pounds of cargo 62 miles in one hour, while using 4.85 gallons of fuel. In 1959, it was one of the world's lightest two-seated helicopters. Initially powered by an 83 hp (62 kW) Praga DH engine, the more powerful 105 hp (78 kW) Avia M 110H engine, designed specifically for use in helicopters, replaced it after approximately six years. The Heli Baby can be used for transport, training, and various "other duties in military and civil service". In addition to its two seats, the helicopter has space behind it to carry cargo, and it had a tricycle undercarriage. Three wheels were used to support the helicopter on the ground. Operators 1. Czechoslovakia Czechoslovakian Air Force Specifications General characteristics Crew: 1 Capacity: 1 passenger or 220 lbs. payload Length: 10.5 m (34 ft 5 in) Height: 2.3 m (7 ft 7 in) Empty weight: 370 kg (816 lb) Gross weight: 585 kg (1,290 lb) Max takeoff weight: 580 kg (1,279 lb) Powerplant: 1 × Praga DH four-cylinder, air-cooled, horizontally-opposed, 62 kW (83 hp) or 1x Avia M 110H 4-cyl air-cooled piston engine rated at 78.3 kW (105 hp) Main rotor diameter: 3 × 8.8 m (28 ft 10 in) Main rotor area: 60.83 m2 (654.8 sq ft) Performance Maximum speed: 126 km/h (78 mph, 68 kn) Cruise speed: 100 km/h (62 mph, 54 kn) Range: 150 km (93 mi, 81 nmi) Service ceiling: 3,030 m (9,940 ft) Aero L-29 Delfín (Aero L-29 Delfin) L-29 Delfín Role - Military trainer aircraft . Light attack Manufacturer - Aero Vodochody Designer - Ing. Jan Vlček, Z. Rublič and K. Tomáš First flight - 5 April 1959 Introduction - 1961 Status - Limited service; popular civilian warbird Primary users - Soviet Air Force (historical) / Czechoslovak Air Force (historical) / Bulgarian Air Force (historical) / Egyptian Air Force (historical) Produced - 1963-1974 Number built - 3,665 The Aero L-29 Delfín (English: Dolphin, NATO reporting name: Maya) is a military jet trainer developed and manufactured by Czechoslovakian aviation manufacturer Aero Vodochody. It is the country's first locally designed and constructed jet aircraft, as well as likely being the biggest aircraft industrial programme to take place in any of the Council for Mutual Economic Assistance (COMECON) countries except the Soviet Union. In response to a sizable requirement for a common jet-propelled trainer to be adopted across the diverse nations of the Eastern Bloc, Aero decided to embark upon their own design project with a view to suitably satisfying this demand. On 5 April 1959, an initial prototype, designated as the XL-29, performed its maiden flight. The L-29 was selected to become the standard trainer for the air forces of Warsaw Pact nations, for which it was delivered from the 1960s onwards. During the early 1970s, the type was succeeded in the principal trainer role by another Aero-built aircraft, the L-39 Albatros, heavily contributing to a decline in demand for the earlier L-29 and the end of its production during 1974. During the course of the programme, in excess of 3,000 L-29 Delfin trainers were produced. Of these, around 2,000 were reported to have been delivered to the Soviet Union, where it was used as the standard trainer for the Soviet Air Force. Of the others, which included both armed and unarmed models, many aircraft were delivered to the various COMECON countries while others were exported to various overseas nations, including Egypt, Syria, Indonesia, Nigeria and Uganda. Reportedly, the L-29 has been used in active combat during several instances, perhaps the most high-profile being the use of Nigerian aircraft during the Nigerian Civil War of the late 1960s and of Egyptian L-29s against Israeli tanks during the brief Yom Kippur War of 1973. Development In the late 1950s, the Soviet Air Force commenced a search for a suitable jet-powered replacement for its fleet of piston-engined trainers; over time, this requirement was progressively broadened towards the goal of developing a trainer aircraft that could be adopted and in widespread use throughout the national air forces of the Eastern Bloc countries. Around the same time, the nation of Czechoslovakia had also been independently developing its own requirements for a suitable jet successor to its current propeller-powered trainer aircraft. In response to these demands, Aero decided to develop its own aircraft design; the effort was headed by a pair of aerospace engineers, Z. Rublič and K. Tomáš. Their work was centered upon the desire to produce a single design that would be suitable both performing basic and advanced levels of the training regime, carrying pilots straight through to being prepared to operate frontline combat aircraft. The basic design concept was to produce a straightforward, easy-to-build and operate aircraft. Accordingly, both simplicity and ruggedness were stressed in the development process, leading to the adoption of manual flight controls, large flaps, and the incorporation of perforated airbrakes positioned on the fuselage sides. Aerodynamically, the L-29 was intentionally designed to possess stable and docile flight characteristics; this decision contributed to an enviable safety record for the type. The sturdy L-29 was able to operate under austere conditions, including performing take-offs from grass, sand or unprepared fields. On 5 April 1959, the prototype XL-29 conducted its maiden flight, powered by a British Bristol Siddeley Viper turbojet engine. The second prototype, which flew shortly thereafter, was instead powered by the Czech-designed M701 engine. The M-701 engine was used in all subsequent aircraft. During 1961, a small pre-production batch of L-29s were evaluated against the Polish PZL TS-11 Iskra and the Russian Yakovlev Yak-30, the main rival submissions for the Warsaw Pact's standardised trainer. Shortly after the completion of the fly-offs, it was announced that the L-29 had been selected as the winner; according to aviation author John C. Fredrikson, this outcome had been highly unexpected and surprising to several observers. Regardless of the result, Poland chose to continue to pursue the development and procurement of the TS-11; however, all of the other Warsaw Pact countries decided to adopt the Delfin under the agreements of COMECON. During April 1963, full-scale production of the L-29 commenced; 3,600 aircraft were manufactured over a production run of 11 years. During its production life, several derivatives of the L-29 were developed, such as a dedicated, single-seat, aerobatic version, which was designated as the L-29A Akrobat. Another model, an armed reconnaissance version complete with multiple downwards-looking cameras installed in the rear cockpit position, referred to as the L-29R, was also under development; however, during 1965, the L-29R project was terminated. Optional armaments could be installed upon some models, consisting of either a detachable gun pod or a pod containing up to four unguided missiles, which could be set upon hardpoints underneath each wing. Design The Aero L-29 Delfín was a jet-powered trainer aircraft, known for its straightforward and simplistic design and construction. In terms of its basic configuration, it used a mid-wing matched with a T-tail arrangement; the wings were unswept and accommodated air intakes for the engines within the wing roots. The undercarriage was reinforced and capable of withstanding considerable stresses. According to Fredriksen, the L-29 was relatively underpowered, yet exhibited several favourable characteristics in its flight performance, such as its ease of handling. The primary flying controls are manually operated; both the flaps and airbrakes were actuated via hydraulic systems. Production aircraft were powered by the Czech-designed Motorlet M-701 turbojet engine, which was capable of generating up to 1,960lbf of thrust. Between 1961 and 1968, approximately 9,250 engines were completed; according to reports, no fewer than 5,000 of these engines were manufactured in support of the Delfin programme. The student pilot and their instructor were placed in a tandem seating layout underneath separate canopies, the instructor being placed in a slightly elevated position to better oversee the student. Both the student and instructor were provisioned with ejection seats; these were intentionally interlinked to fire in a synchronised manner if either seat was deployed as to eliminate any possibility of a mid-air collision between the two ejector seats. During their late life, many L-29s were resold onto private operators and have seen use in the civil sector. It has become common for various modifications to be carried out to convert the type for such use; these changes would commonly include the removal of military-orientated equipment (such as the gun sight), the replacement of the metric altimeters with Western counterparts, the addition of alternative radio systems, and new ejection seats. It was also routine for several subsystems, such as the oxygen system, to be disabled rather than removed. Operational history In excess of 2,000 L-29 Delfins were ultimately supplied to the Soviet Air Force. Like the majority of Soviet-operated aircraft, it acquired its own NATO reporting name, "Maya". In the trainer role, the L-29 enabled air forces to adopt an "all-through" training regime using only jet-powered aircraft, entirely replacing earlier piston-engined types. The Delfin served in basic, intermediate and weapons training roles. For this latter mission, they were equipped with hardpoints to carry gunpods, bombs or rockets; according to Fredrikson, the L-29 functioned as a relatively good ground-attack aircraft when deployed as such. It saw several uses in this active combat role, such as when a number of Egyptian L-29s were dispatched on attack missions against Israeli ground forces during the Yom Kippur War of 1973. The type was also used in anger during the Nigerian Civil War of the late 1960s. On 16 July 1975, a Czechoslovak Air Force L-29 reportedly shot down a Polish civilian biplane piloted by Dionizy Bielański, who had been attempting to defect to the West. The L-29 was supplanted in the inventory of many of its operators by the Aero L-39 Albatros. The L-29 which was commonly used alongside the newer L-39 for a time. The type was used extensively to conduct ground attack missions in the First Nagorno-Karabakh War by Azeri forces. At least 14 were shot down by Armenian air-defences, out of the total inventory of 18 L-29s; the Azeri Air Force lost large amounts of its air force due to anti aircraft fire. On 2 October 2007, an unmodified L-29 was used for the world's first jet flight powered solely by 100 per cent biodiesel fuel. Pilots Carol Sugars and Douglas Rodante flew their Delphin Jet from Stead Airport, Reno, Nevada to Leesburg International Airport, Leesburg, Florida in order to promote environmentally friendly fuels in aviation. The L-29, much like its L-39 successor, has found use in air racing, some of which have been re-engined with the British Armstrong Siddeley Viper turbojet engine. From 10 September to 14 September 2008, a pair of L-29s took first and second place at the Reno Air Races. Both L-29s consistently posted laps at or above 500 miles per hour; former Astronaut Curt Brown took first place in "Viper," followed by Red Bull racer Mike Mangold in "Euroburner." Russia has claimed that it destroyed a pair of Georgian L-29s during the 2008 South Ossetia war. On 18 January 2015, separatist forces in the War in Donbass claimed that they possessed an operational L-29. Operators Current military operators 1. Angola National Air Force of Angola - 6 L-29s were in service as of December 2016. 2. Georgia Army Air Section - 4 L-29s were in service as of December 2016. Former military operators 1. Afghanistan The Afghan Air Force operated as many as 24 from 1978 to as late as 1999. 2. Armenia The Armenian Air Force. 3. Azerbaijan The Azerbaijani Air and Air Defence Force. 4. Bulgaria Bulgarian Air Force operated 102 examples, delivered between 1963-1974, retired from service in 2002. 5. Czech Republic Czech Air Force. 6. People's Republic of China PLAAF got 4 L-29s in 1968. 7. Czechoslovakia The Czechoslovak Air Force. 8. East Germany East German Air Force. 9. Egypt Egyptian Air Force - withdrawn. 10. Ghana Ghana Air Force. 11. Guinea Military of Guinea. 12. Hungary Hungarian Air Force. 13. Indonesia Indonesian Air Force. 14. Iraq Iraqi Air Force - Received 78 L-29s between 1968 and 1974. A number were converted to Unmanned aerial vehicles in the 1990s. No longer operated. 15. Libya Libyan Arab Republic Air Force 20 L29s recorded lost in 1987 during the final stages of the Chadian-Libyan conflict. 16. Mali Air Force of Mali - 6 in service as of December 2012. 17. Nigeria Nigerian Air Force 18. Romania Romanian Air Force - all the L-29s were retired in 2006. 19. Slovakia Slovak Air Force - after dissolution of Czechoslovakia, 16 L-29 were given to newly independent Slovak Air Force. They were withdrawn in 2003. 20. Syria Syrian Air Force. 21. Uganda Ugandan Air Force. 22. Ukraine Ukrainian Air Force. 23. Vietnam Vietnam People's Air Force. 24. United States United States Navy. 25. Soviet Union operated as many as 2,000. - DOSAAF - Soviet Air Force Civilian operators 1. Czech Republic Private L-29C, OK-ATS, Czech Jet Team Žatec - Macerka. Plane crashed on 10 June 2012, killing pilot and passenger. Private L-29, OK-AJW, Blue Sky Service Brno - Tuřany. 2. Canada Two private L-29s, C-FLVB & C-FXZI, operated by International Test Pilots School, Canada as Flight Test Training tools. Two private L-29s, operated by the ACER Cold War Museum. Ex-Bulgarian Air Force. Private L-29, operated by Waterloo Warbirds. 3. Denmark One L-29C, OY-LSD owned by Lasse Rungholm, Niels Egelund (until 31.12.2015), Claus Brøgger and Kåre Selvejer. 4. New Zealand L-29 ZK-SSU and ZK-VAU operated by Soviet Star from Christchurch International Airport. 5. Russia One civilian L-29 and one L-29 Viper operated by Feniks Aeroclub outside Moscow. 6. Slovakia One private L-29C, OM-JET, owned by Ján Slota. One L-29, OM-JLP is owned by Slovtepmont Inc. Cpt. Jozef Vaško and col. Radomil Peca in retirement are owners of one L-29, OM-SLK. 7. United States Two are operated by the University of Iowa College of Engineering's Operator Performance Laboratory. Used as high dynamics flight research aircraft for development of pilot state characterization. One L-29, N29CZ, is operated by World Heritage Air Museum, in Detroit, Michigan. One as an avionics high dynamics flight test aircraft at the Ohio University Avionics Engineering Center. Accidents On 18 August 2000, a privately owned L-29 was destroyed after it impacted with the water during an aerobatic display at the Eastbourne Airbourne Air Show, at Eastbourne, East Sussex, England. The pilot, a former member of the Royal Air Force's (RAF) Red Arrows display team, was killed with no visible signs of attempting to eject from the aircraft. On 18 September 2022, a privately-owned L-29 crashed while taking part in the Reno Air Races in Nevada, killing the pilot. Specifications (L-29) Data from Jane's All The World's Aircraft 1971-72 General characteristics Crew: 2 Length: 10.81 m (35 ft 6 in) Wingspan: 10.29 m (33 ft 9 in) Height: 3.13 m (10 ft 3 in) Wing area: 19.80 m2 (213.1 sq ft) Aspect ratio: 5.36:1 Airfoil: NACA632A217 at root, NACA 642A212 at tip Empty weight: 2,280 kg (5,027 lb) Max takeoff weight: 3,280 kg (7,231 lb) Fuel capacity: 962 L (254 US gal; 212 imp gal), provision for 2× 150 L (40 US gal; 33 imp gal) external tanks Powerplant: 1 × Motorlet M-701c 500 turbojet, 8.7 kN (1,960 lbf) thrust Performance Maximum speed: 655 km/h (407 mph, 354 kn) at 5,000 m (16,400 ft) Stall speed: 130 km/h (81 mph, 70 kn) (flaps down) Never exceed speed: 820 km/h (510 mph, 440 kn) Range: 894 km (556 mi, 483 nmi) (with external tanks) Endurance: 2 hr 30 min Service ceiling: 11,000 m (36,000 ft) Rate of climb: 14.00 m/s (2,755 ft/min) Armament Guns: 2x 7.62mm machine gun pods on hardpoints Hardpoints: 2 Rockets: 8× air-to-ground rockets Bombs: 2× 100 kg (220 lb) bombs Aero L-39 Albatros L-39 Albatros Role - Military trainer aircraft Light ground-attack aircraft National origin - Czechoslovakia Manufacturer - Aero Vodochody Designer - Jan Vlček First flight - 4 November 1968 Introduction - 28 March 1972 with the Czechoslovak Air Force Status - In active use with various air forces Primary users - Soviet Air Force / Czechoslovak Air Force / Libyan Air Force / Syrian Air Force Produced - 1971-1996 Number built - 2,900 Developed from - Aero L-29 Delfín Variants - Aero L-39NG Developed into - Aero L-59 Super Albatros / Aero L-159 Alca The Aero L-39 Albatros is a high-performance jet trainer designed and produced in Czechoslovakia by Aero Vodochody. It is the most widely used jet trainer in the world; in addition to performing basic and advanced pilot training, it has also flown combat missions in a light-attack role. Unusually, the aircraft never received a NATO reporting name. The L-39 Albatros was designed during the 1960s as a successor to the Aero L-29 Delfín, an early jet-powered principal training aircraft. Performing its maiden flight on 4 November 1968, it became the first trainer aircraft in the world to be equipped with a turbofan powerplant. Quantity production of the L-39 Albatros proceeded in 1971; one year later, it was formally recognized by the majority of the Warsaw Pact countries as their preferred primary trainer. Accordingly, thousands of L39s would be produced for various military customers in Eastern Europe. Additionally, it was exported to a range of countries across the world both as a trainer and a light attack aircraft. Since the 1990s, it has also become popular among civilian operators. By the end of the century, in excess of 2,800 L-39s had served with over 30 air forces. Several derivatives of the L-39 Albatros were developed. During the 1980s, Aero Vodochody used it as the basis for the L-59 Super Albatros, an enlarged and updated model. Furthermore, the L-39 lineage would be extended to the L-139, a prototype L-39 fitted with a Western-sourced Garrett TFE731 engine. A combat-orientated development of the aircraft, designated as the L-159 ALCA, entered production in 1997 and has since been procured by a range of export customers. Production of the original L-39 came to an end during the mid-1990s, orders having declined substantially following the end of the Cold War. At the Farnborough Airshow in July 2014, Aero Vodochody announced the launch of the L-39NG, an upgraded and modernised version of the L-39; this programme is set to produce new-build aircraft alongside the extensive rebuilding of existing aircraft. Development In 1964, the Czechoslovak aircraft manufacturer Aero Vodochody embarked on a new design project to meet the specified requirements for a "C-39" (C for cvičný - trainer), setting up a design team under the leadership of Jan Vlček. This aircraft was to serve as a replacement for the Aero L-29 Delfín, an early jet-powered trainer, as a principal training aircraft. Vlcek envisioned the type, a twin-seat single-engine aircraft, being adopted as the primary trainer throughout the Warsaw Pact nations. On 4 November 1969, the L-39 (under the designation "Prototype X-02" - the second airframe to be built) conducted its maiden flight, for which it was piloted by Rudolf Duchoň, the factory's test pilot. Serial production of the initial model of the L-39, designated L-39C, commenced in 1971. During 1972, the L-39 Albatros was formally recognized by the majority of the countries comprising the Warsaw Pact as their preferred primary trainer, after which point, sizable orders from military customers throughout the bloc proceeded, many of which were from the Soviet Air Forces. In 1974, the first L-39 trainer entered service with the Czechoslovak Air Force. Several specialised variants of the base L-39 design were quickly introduced. In 1972, a purpose-built target tug variant, the L-39V, conducted its initial flight. During 1975, the first L-39ZO training/light combat model, which was equipped with four underwing hardpoints as well as a strengthened wing and modified landing gear, performed its first flight. In 1977, the first L-39ZA light combat variant, which was fitted with a single Gryazev-Shipunov GSh-23 cannon mounted underneath the fuselage in addition to the four hardpoints and strengthening of the L-39ZO, made its maiden flight. According to aerospace publication Flight International, roughly 200 L-39s were being sold each year upon the jet trainer market during the late 1980s. According to the Stockholm International Peace Research Institute, in 1993, the total export orders gained for the L-39 represented 80 per cent of the value of all Czech military product export sales made for that year. During the 1990s, shortly following the dissolution of the Soviet Union and the end of the Cold War, Aero Vodochody decided to develop versions of the Albatros equipped with Western-sourced avionics, engines, and weapon systems. Around the same time, Aero Vodochody formed an active partnership with Elbit Systems of Israel, under which a number of L-39s were delivered to Elbit to be equipped with modern electronics and onboard systems before being re-exported to end users such as the Royal Thai Air Force. Sales of the L-39 declined during the 1990s. This downturn has been attributed to the loss of the captive Warsaw Pact trainer market, to which a substantial proportion of the total aircraft manufactured had been historically sold to; allegations about Czechoslovak banks being unable to finance the defense industry and inaction on the part of the Czechoslovak government; and concerns over the quality of manufacturing standards. In 1996, production of the L-39 came to an end. Since the end of production, Aero Vodochody has developed several improved variants of the L-39 to take its place, and has continued extensive support and overhaul operations for existing L-39 customers. One of the replacements for the L-39 Albatros was the Aero L-159 Alca, a modernised version of the L-39. Originally, Aero Vodochody had intended to develop the L-159 in partnership with Elbit, but the Czech Ministry of Defense instead selected Rockwell Collins to partner on the program. The limited success of the L-159 led Aero to announce at the 2014 Farnborough Airshow that it was developing an upgraded version of the L-39, designated L-39NG, to compete with the Alenia Aermacchi M-346 and British Aerospace Hawk. The L-39NG replaces the AI-25 turbofan with a Williams FJ44 engine; the airframe is modified, the wingtip fuel tanks being eliminated, and a new suite of avionics will be provided. First flight of the L-39NG was in September 2015, with deliveries starting in 2020. Design The L-39 Albatros was designed to be a cost-effective jet-powered trainer aircraft, which is also capable of performing ground attack missions. For operational flexibility, simplicity, and affordability, the majority of onboard systems have been simplified to avoid incurring high levels of maintenance, as well as to minimize damage caused by mishandling when flown by inexperienced air crew. It could be readily flown from austere airstrips such as frozen lakebeds, enabled through the rugged design of the landing gear and favourable low landing speeds. The aircraft's flying qualities are reportedly simple, which is made easier by way of a rapid throttle response, making it easier for students who had never previously flown a jet aircraft before to successfully control. As a training platform, the L-39 itself comprised part of a comprehensive system which also used flight simulators and mobile ground test equipment. The low-set, straight wing has a double-taper planform, 2½-deg dihedral from the roots, a relatively low aspect ratio, and 100 litres (26 US gal; 22 imp gal) fuel tanks permanently attached to the wingtips. The trailing edge has double-slotted trailing edge flaps inboard of mass-balanced ailerons; the flaps are separated from the ailerons by small wing fences. An automatic trimming system was present, the flaps and the trim system being connected in order to counteract the potentially large pitch changes that would otherwise be generated by vigorous movements of the flaps. The tall, swept vertical tail has an inset rudder. Variable-incidence horizontal stabilizers with inset elevators are mounted at the base of the rudder and over the exhaust nozzle. Side-by-side airbrakes are located under the fuselage ahead of the wing's leading edge. The flaps, landing gear, wheel brakes and air brakes are powered by a hydraulic system. Controls are pushrod-actuated and have electrically powered servo tabs on the ailerons and rudder. Operational g-force limits at 4,200 kilograms (9,300 lb) are +8/-4 g. A long, pointed nose leads back to the tandem cockpit, in which the student and instructor sit on Czech-built VS-1 ejection seats under individual canopies, which are opened manually and are hinged on the right. The rear seat, typically used by the instructor, is elevated slightly to readily enable observation and guidance of the student's actions in the forward position. The design of the cockpit, panel layout and many of its fittings resemble or are identical in function to those of other commonly-used Soviet aircraft; for example, the procedure for deploying the ejection seat is exactly the same as for the Mikoyan MiG-29. The cockpit is partially pressurized, requiring the air crew to wear oxygen masks when flying in excess of 23,000 feet. A gyro gunsight for weapon-aiming purposes is typically present in the forward position only. A single turbofan engine, an Ivchenko AI-25TL (made in the Soviet Union) is positioned in the rear fuselage, fed through shoulder-mounted, semi-circular air intakes (fitted with splitter plates) just behind the cockpit and the tailpipe below the horizontal tailplane. The engine has a time between overhaul (TBO) of 1,000 flight hours; however, it is allegedly cheaper than the majority of turbine engines to overhaul. Five rubber bag fuel tanks are located in the fuselage behind the cockpit. Several heavy radio units are typically installed in an aft avionics bay; these are often removed on civilian-operated aircraft and replaced with a 70-gallon fuel tank. Additional fuel tanks can be fitted in the rear cockpit position and externally underneath the wings; the tip-tanks can also be expanded for a greater fuel capacity. The aircraft is fitted with a hydraulically-actuated retractable nosewheel undercarriage which is designed to allow operation from grass airfields. The main landing gear legs retract inward into wing bays while the nose gear retracts forward. The basic L-39C trainer has provision for two underwing pylons for drop tanks or practice weapons, but these are not usually fitted. It can be armed with a pair of K-13 missiles to provide a basic air defense capability. Light-attack variants have four underwing hardpoints for ground attack stores, while the ZA variant also has an underfuselage gun pod. Mock UB-16 rocket pods can also be installed for visual appearance only. Operational history Abkhazia During the War in Abkhazia (1992-1993), Abkhaz separatist forces received several L-39s from Russia and Chechnya, which were used in combat against Georgian forces. On 10 January 1993, a Abkhaz L-39 was shot down by a Russian SA-11 Buk during a friendly-fire incident. The pilot, Oleg Chanba, who was commander of the Abkhaz separatist air force, was killed during the incident. On 1 April 1993, during the attack on civilian targets in Sokhumi, Georgian forces managed to damage a L-39, which fell into the sea. In the spring of 2008, a number of Georgian drones were shot down by Abkhazian separatist forces over the Abkhazia region. The Abkhazian separatist forces claimed that one of its missile-equipped L-39s had shot down a Georgian Hermes 450 unmanned reconnaissance drone. However, footage released later by Georgian authorities clearly shows drone being brought down by a heat-seeking missile fired from a MiG-29. UN investigation also concluded that the footage was authentic and that the drone was shot down by a Russian MiG-29 using a Vympel R-73 heat seeking missile. Afghanistan The Taliban Air Force had managed to obtain around five L-39C aircraft from the remnants of the former Democratic Republic of Afghanistan Air Force; with foreign technical support and pilots, these were placed into combat operations during the later stages of the 1996-2001 phase of the Afghan civil war against the Northern Alliance. In early 2001, only two of these reportedly remained operational. Following the United States invasion of Afghanistan in 2001, a number of L-39s were inducted into the Afghan Air Force. Azerbaijan A quantity of L-39s, along with older L-29s, were used extensively by Azeri forces to perform ground attack missions during the First Nagorno-Karabakh War in the 1980s and early 1990s. A number of these were reportedly shot down by air defenses employed by the Nagorno-Karabakh Defense Army. In September 2015, Aero Vodochody sought a large order for the latest model of the L-39 to Azerbaijan; by this point, Azerbaijan had a total of 24 airworthy L-39s remaining in service. Chechnya The newly de facto independent Chechen Republic of Ichkeria found itself with dozens of L-39s (as well as several L-29s, three MiG-17s, two MiG-15UTIs, helicopters and other transport and civilian aircraft) left at Khankala and Kalinovskaya airbases by the Soviet Air Force in 1992. Most of these, however, were reportedly abandoned or not in flyable condition, but during the August-November 1994 conflict between nationalist and pro-Russian forces L-39s were deployed and were possibly one of the few air attack (and possibly reconnaissance ) elements on Dzhokar Dudayev's forces. At least one was reported as shot-down near Goragorsk on October 4 by a Strela-2 MANPADS fired by Doku Zavgayev's pro-Russian militia. The pilot, Col. Ali Musayev and the co-pilot Dedal Dadayev were killed. One of the main reasons that prompted the first Su-25 air raids that destroyed the Chechen air force on the ground, and started the Russian intervention, were preparations being performed by Dudayev's air force, which had been spotted by reconnaissance Sukhoi Su-24MRs. There were fears that these aircraft could slow or deter the Russian air and ground campaign, as well as the capability of several aircraft to conduct kamikaze attacks on Russian nuclear power plants (specifically via means of the ejection seat in most aircraft, notably the L-39, by filling them with explosives to act as improvised cruise missiles). Iraq Iraq became the first export customer for the L-39 Albatros. By mid 1970, the Iraqi Air Force had procured a considerable number of L-39 trainers, having transferred the bulk of their training activities onto the Czechoslovak aircraft. During the American-led invasion of Iraq in 2003, on 14 April 2003, a pair of United States Navy McDonnell Douglas F/A-18 Hornets attacked several L-29 and L-39 aircraft on the ground at an airfield near the city of Tikrit; these had been believed to have been modified to perform as delivery platforms for weapons. Libya Libya acquired some 180 L-39ZOs around 1978 which served at Sabha and Okba Ben Nafi flying schools along with Yugoslav-made G-2 Galeb for advanced jet training and Italian-made SF.260s (for primary training). The L-39s were deployed during the Chadian-Libyan conflict, mainly to Ouadi Doum air base. During the final Chadian offensive in March 1987, the Chadians captured Ouadi Doum along with several aircraft (11 L-39s included) and Soviet SAM systems and tanks. A Chadian report to the UN, reported the aforementioned capture on 11 L-39s and the destruction (or downing) of at least four of them. In the midst of that conflict, on 21 April 1983, three LARAF Ilyushin Il-76TDs and one Lockheed C-130 Hercules landed at Manaus Airport, Brazil after one of the Il-76s developed technical problems while crossing the Atlantic Ocean. The aircraft were then searched by the Brazilian authorities: instead of medical supplies - as quoted in the transport documentation - the crate of the first of 17 L-39s bound for Nicaragua together with arms and parachutes, to support the country's war against US-backed Contras, were found. The cargo was impounded for some time before being returned to Libya, while the transports were permitted to return to their country. During the 1990s and 2000s, Libya made multiple attempts to get components and services for its air force in spite of an embargo placed upon the country by United Nations Security Council Resolution 748; by 2001, only half of Libya's L-39s were serviceable as a consequence. Russia Following the dissolution of the Soviet Union and the formation of the Russian Air Force in 1991, the newly formed service found itself with hundreds of L-39 aircraft, the majority of which were surplus to their training requirements. According to author Stephan Wilkinson, by 2005, Russia was seeking to potentially sell up to 800 of their L-39s, which were receiving only a basic level of maintenance once per month while their fate was being decided. Starting in the early 1990s, the Russian Air Force has pursued the development of a domestically-built jet trainer, for which the Yakovlev Yak-130 was selected; the Yak-130 shall eventually replace the L-39 in Russian service within its operational roles. Syria The Syrian Arab Air Force has operated a number of armed L-39ZA light attack variants. Since the early stages of the Syrian civil war, the Syrian Air Force's L-39 aircraft have been routinely deployed in counter-insurgency operations against various rebel ground forces, a number of these aircraft have also been shot down by ground fire. They were first used operationally during the Battle of Aleppo, launching several strikes upon rebel-held positions. It has been claimed the L-39 was the first fixed-wing aircraft to be employed against the rebels. In February 2013, insurgents successfully captured a number of intact L-39s, along with their support equipment, after raiding and later taking over the Al-Jarrah airbase. In late 2013, reports emerged of claims by Islamist fighters that they had successfully flown two of the captured L-39s. In October 2014, the Syrian Government claimed that at least two rebel-held L-39s had been airworthy and had recently been destroyed by Syrian Air Force aircraft. According to Reuters, by 2014, the L-39 had allegedly become one of the favoured platforms of the Syrian Air Force for performing ground attack missions due to its slower speed and higher agility over other aircraft in its inventory. In December 2015, following the securing of the Kweiris airbase by government forces, the resumption of ground-attack missions by L-39s in the vicinity of Aleppo commenced shortly thereafter. On 26 December 2017, a Syrian L-39 was shot down near Hama airport. On 3 March 2020, a Syrian Arab Army Air Force L-39 was shot down by a Turkish Air Force F-16 over Idlib province. Both Syrian and Turkish forces confirmed the downing. Civilian use While newer versions are now replacing older L-39s in service, thousands remain in active service as trainers, and many are finding new homes with private warbird owners all over the world. It has been claimed that the L-39's desirability stems from the fact that it is "the only available second-generation jet trainer". This trend is particularly evident in the United States, where their $200,000-$300,000 price puts them in range of moderately wealthy pilots looking for a fast, agile personal jet. Their popularity led to a purely L-39 Jet class being introduced at the Reno Air Races in 2002, though it has since been expanded to include other, similar aircraft. In September 2012, there were 255 L-39s registered with the U.S. Federal Aviation Administration and four registered with Transport Canada. Several display teams use the L-39 such as the Patriots Jet Team (6 L-39s), the Breitling Jet Team (7 L-39s) and the Black Diamond Jet Team (5 L-39s). There are also several L-39s that have been made available for private jet rides by various operators in Australia, Czech Republic, France, Germany, Spain and the USA. These L-39s are mostly in private hands, but some also belong to government agencies, such as those in Vyazma, Russia. In March 2018 there were five L-39s on the civilian register in New Zealand. One registered as an L-39 and four others registered as L-39C. Since 2004, the Defence & MRO Division of Aero Vodochody has performed a general maintenance, repair and modernisation program of civil-operated L-39s, as well as performing the demilitarisation of ex-military aircraft. Services offered to civil operators include life-extension programs, support for civil registration/certification, training of ground/flight crew, logistics and analysis, customization, routine inspection, condition-based maintenance support, and providing general expertise/consultancy work. Variants L-39X-01 - X-07 Five prototypes plus two static test airframes. L-39C (C for Cvičná - training) Standard basic trainer for Soviet Union, Czechoslovakia and export. Originally designated L-39, but renamed L-39C when later variants appeared. Two pylons under wing. Approximately 2,260 built. L-39CM (CM for Cvičná modernizovaná - modernised training) Slovak upgraded C version. L-39M1 Ukrainian upgraded C version with AI-25TLSh engines. The conversion is carried out by Odesaviaremservis and the first plane was ready in 2009. The upgrade of a further 7 L-39C's was planned. Only six L-39C were converted into L-39M1 by 2014. L-39V (V for Vlečná - tug) Single-seat target tug version for Czechoslovakia. Equipped to tow KT-04 target on 1,700 m (5,600 ft) cable. Prototype plus eight production aircraft built. L-39ZO (Z for Zbraně - weapons) Interim weapon trainer variant for export. Four pylons stressed for 500 kg (1,100 lb) (inboard) and 250 kg (550 lb) (outboard), with total external load of 1,150 kg (2,500 lb). First flew 25 June 1975, with initial deliveries to Iraq in 1977. 337 built. L-39ZA Significantly upgraded L-39ZO for armed training and light attack, employing sturdier landing gear, a higher payload (total 1,290 kg (2,844 lb)) and notably provision for a GSh-23L 23-millimeter twin-barreled cannon attached in a conformal pod under the pilots' compartment, having a 150-round magazine within the airframe. Outer pylons wired to carry K-13 or R-60 air-to-air missiles. Two prototypes, with first flying on 29 September 1976. 208 aircraft delivered. L-39ZAM Slovak upgraded ZA version. L-39ZA/ART Thai version of L-39ZA with Elbit avionics. 40 built. L-39MS/L-59 The Aero L-39MS is a second generation military trainer aircraft developed from the firm's earlier L-39. Compared to its predecessor, it featured a strengthened fuselage, longer nose, a vastly updated cockpit, and a more powerful (21.6 kN (4,850 lbf)) Lotarev DV-2 engine, allowing operation at higher weights and speeds (max speed 872 km/h (542 mph)). First flight on 30 September 1986. It was later designated as the Aero L-59. L-139 Albatros 2000 Revised version with western avionics and 17.99 kN (4,045 lbf) Garrett TFE731-4-1T engine. Single prototype built. L-159 Further modernised advanced trainer/combat aircraft with more modern, western avionics and Honeywell/ITEC F124 engine. L-39NG Modernised and upgraded version with Williams FJ44 engine, improved fuel system and avionics, planned to be introduced in 2018. Skyleader UL-39 Albi A carbon-fibre ducted-fan powered scale variant first flown in the Czech Republic on 4 April 2016. Operators Afghanistan Algeria Angola Armenia Azerbaijan Bangladesh Belarus Bulgaria (12 L-39ZA) Cambodia Cuba Czech Republic East Germany (Withdrawn from use in 1990.) Egypt Equatorial Guinea Estonia Ethiopia France (The Breitling Jet Team currently uses nine L-39s.) Georgia Ghana Hungary Iraq Kazakhstan Kyrgyzstan Libya Lithuania (potential future L-39NG customer) Latvia (The Baltic Bees Jet Team currently uses six L-39s.) Mali Mozambique Nigeria North Korea Romania Russia Slovakia South Sudan Syria Tajikistan Thailand (L-39ZA/ART (Westernized version, equipped with Israeli avionics.)) Tunisia Turkmenistan Uganda Ukraine United States (The Patriots Jet Team currently uses six L-39s; The Black Diamond Jet Team currently uses six L-39s.) Uzbekistan Vietnam Yemen Notable accidents and incidents On 26 September 1987, Mihai Smighelschi, a 21-year-old student of the Romanian Air Force Academy, flew an L-39ZA Albatros trainer to Turkey and requested political asylum. His aircraft was later recovered and onboard data recorders showed that he had flown no higher than 150 m (490 ft) above ground at 700 km/h (430 mph) to evade radar detection. Smighelschi had less than 100 hours at the time, including high-school glider training, and less than 3 hours on the L-39ZA. Without satellite navigation or any maps, he had navigated a straight line over Romania, Bulgaria and Turkey using only ground marks and the memory of a map of Europe present at the Academy. He eventually landed in Kirklareli, Turkey, on a street near several jeeps that seemed to have American insignia, damaging the aircraft's front wheel and the nose. On 24 January 2001, Atlas Air Founder, Chairman, and CEO Michael A. Chowdry was killed when his Czech L-39 jet trainer crashed into an open field near Watkins, Colorado, USA. Also killed was The Wall Street Journal aerospace reporter Jeff Cole. Chowdry and Cole were making a planned flight from Front Range Airport. On 2 June 2002, a brake failure on an L-39 landing at the Imperial War Museum Duxford caused the plane to run off the end of the runway and down an embankment onto the M11 motorway. The trainee pilot was killed when he ejected at ground level, but the instructor survived the accident and no vehicles on the motorway were involved. On 6 December 2015, an L-39 crashed while attempting to take-off at Apple Valley Airport, California, USA; the pilot Mike Mangold and his passenger were both killed on impact, followed by an ensuing fire on the ground. On 24 February 2022, a Ukrainian L-39 from the 39th Tactical Aviation Brigade [uk] piloted by Dimitry Kolomiets was shot down by a Russian aircraft in Khmelnytsky during the opening hours of the Russian invasion of Ukraine. On 9 August 2022, Dimitry Kolomiets was posthumously awarded with the Order of the Gold Star. Aircraft on display Czech Republic 230107 - L-39C on static display at the National Technical Museum in Prague. 230108 - L-39C on static display at Caslav Air Base in Čáslav, Central Bohemia. Germany Auto & Technik Museum Sinsheim. Lithuania 931531 - L-39C as 01 Blue on static display at the Lithuanian Aviation Museum in S. Darius and S. Girėnas Airport (EYKS) Kaunas. United States 430405 - L-39C on static display at the Southern Museum of Flight in Birmingham, Alabama. 533526 - L-39C on static display at the Hiller Aviation Museum in San Carlos, California. 131907 - L-39C on static display at the Teton Aviation Center in Driggs, Idaho. 2314 - L-39ZO Airworthy and on rotating display at the Olympic Flight Museum in Olympia, Washington. Specifications (L-39C) Data from Jane's All The World's Aircraft 1988-89, Aero Vodochody General characteristics Crew: 2 Length: 12.13 m (39 ft 10 in) Wingspan: 9.46 m (31 ft 0 in) Height: 4.77 m (15 ft 8 in) Wing area: 18.8 m2 (202 sq ft) Airfoil: NACA 64A012 modified Empty weight: 3,455 kg (7,617 lb) Max takeoff weight: 4,700 kg (10,362 lb) Powerplant: 1 × Ivchenko AI-25TL turbofan engine, 16.87 kN (3,790 lbf) thrust Performance Maximum speed: 750 km/h (470 mph, 400 kn) at 5,000 m (16,404 ft) Never exceed speed: 980 km/h (610 mph, 530 kn) / M0.8 Range: 1,100 km (680 mi, 590 nmi)(internal fuel) Ferry range: 1,750 km (1,090 mi, 940 nmi) (internal and external fuel) Endurance: two hours and 30 minutes (internal fuel), three hours and 50 minutes (internal and external fuel) Service ceiling: 11,000 m (36,000 ft) Rate of climb: 21 m/s (4,100 ft/min) Time to altitude: 5,000 m (16,404 ft) in 5 minutes Wing loading: 250 kg/m2 (51 lb/sq ft) Thrust/weight: 0.37 Take-off roll: 530 m (1,739 ft) Landing roll: 650 m (2,133 ft) Armament Up to 284 kg (626 lb) of stores on two external hardpoints Aero L-59 Super Albatros L-59 Super Albatros Role - Military trainer aircraft / COIN Manufacturer - Aero Vodochody First flight - 30 September 1986 Status - Out of production, in service Primary users - Czech Air Force / Egyptian Air Force / Tunisian Air Force Produced - 1986-1996 Number built - 80 Developed from - Aero L-39 Albatros Variants - Aero L-159 Alca The Aero L-59 Super Albatros is a military jet trainer produced by the Czechoslovakian aerospace manufacturer Aero Vodochody. It was developed from the firm's earlier and highly successful L-39 Albatros series. Being based on the L-39, it shares numerous similarities; in comparison to its predecessor, the L-59 featured a strengthened fuselage, longer nose, a vastly updated cockpit, advanced avionics, and a more powerful Lotarev DV-2 engine. First flown on 30 September 1986, it was procured by the Czech Air Force, Egyptian Air Force, and Tunisian Air Force; a total of 80 Super Albatros of three variants have been manufactured prior to the end of production. A further development would be produced as the Aero L-159 Alca, a Westernised attack-orientated model that shared its fuselage configuration with the L-59. In service, the L-59 has been largely used for training purposes. It has also been deployed in front-line light combat roles, such as to patrol the border between Libya and Tunisia around the height of the First Libyan Civil War. Furthermore, Tunisian Air Force L-59s also performed aerial reconnaissance and ground-attack missions against Ansar al-Sharia and al-Qaeda-linked militants in 2014. Development During the 1980s, the Czechoslovakian aerospace manufacturer Aero Vodochody was keen to further develop their successful L-39 Albatros, a trainer and light attack aircraft. It decided to produce a derivative with an improved fuselage, an elongated nose, and fitted with a more powerful Lotarev DV-2 turbofan engine capable of generating up to 21.6 kN (4,850 lbf) of thrust. The latter facilitated operations at higher weights, while the aircraft also had a higher maximum speed having risen to 872 km/h (542 mph)). The new aircraft was also furnished with more capable avionics and a vastly updated cockpit, which included a head-up display. Initially, it was originally designated as the L-39MS; some time after conducting its maiden flight on 30 September 1986, the type was redesignated as the L-59. During 1992, a dedicated single-seat attack variant was proposed under the project name ALCA (Advanced Light Combat Aircraft); it was successfully marketed to the Czech Air Force. Designated L-159A, the first flight of this variant was conduct on 2 August 1997. It features mostly Western avionics, with systems integration undertaken by Boeing. Furthermore, a new two-seat trainer has been flown as the L-159B Albatros II. By 2013, Aero's official website stated that the L-59 was no longer in production or available from the company. Services provided for the type included the provision of spare parts, service-life extensions, special repairs, overhauls, modifications and upgrades. Operational history Initial deliveries of the L-59 were made to the Czechoslovak Air Force, who briefly operated a small fleet of six L-39MS prior to the nation's separation into the Czech Republic and Slovakia; consequently, these aircraft were divided between the Czech Air Force and the Slovak Air Force. The L-59's most numerous operator, and its first export customer, was the Egyptian Air Force; a total of 69 L-59E aircraft would be delivered to the service. Early Egyptian operations encountered poor engine reliability; this matter let to a contract to the American aerospace firm AlliedSignal to produce an improved digital engine control system. The type had reportedly been intended for use as a lead-in-fighter trainer for the service's General Dynamics F-16 Fighting Falcon and Dassault Mirage 2000 fleets, and were equipped to be armed with Eastern-supplied weaponry. However, the Egyptian Air Force L-59s saw little use, allegedly being placed into storage around 1999. During the early to mid 1990s, various export opportunities were pursued by Aero Vodochody for the L-59, complimenting its continued sales efforts with the L-39 predecessor. One opportunity pursued was the Royal Australian Air Force's lead-in fighter-trainer requirement, an effort which would ultimately be unsuccessful. There were also proposed variants, such as the L-59F, that were to be provisioned with equipment from overseas suppliers, such as avionics from the Israeli company Elbit, and adoption of the American-Taiwanese Honeywell/ITEC F124 turbofan engine in place of the Lotarev DV-2 of earlier variants. In 1995, deliveries of L-59Ts commenced to the Tunisian Air Force, a total of 12 were delivered to the service. The type has been typically used for advanced pilot training and weapons training purposes, with a secondary focus on conducting light combat operations as well. During the First Libyan Civil War in 2011, Tunisian L-59s commonly flew armed patrol missions along the country's border with Libya. During April 2014, a number of Tunisian L-59s performed multiple reconnaissance missions and counter-insurgency (COIN) strikes in support of major military offensives in the border region of Mount Chaambi against Ansar al-Sharia and al-Qaeda-linked militants that aimed to destabilize Tunisia's transition to democracy. In 2022, it was speculated that Tunisia's L-59T fleet would be rapidly replaced in the near future, the Boeing-Saab T-7 Red Hawk has been suggested as a candidate. Variants L-59 Standard production version (six L-39MS for the Czechoslovak Air Force). Later, four aircraft were operated by the Czech Air Force, and two in the Slovak Air Force. L-59E Export version for Egypt. 49 L-59s for the Egyptian Air Force. L-59F Proposed version furnished with an Elbit-supplied avionics package and powered by a Honeywell/ITEC F124 engine. L-59T Export version for Tunisia. 12 L-59s for the Tunisian Air Force. Operators 1. Czech Republic Czech Air Force - four inherited from the Czechoslovak Air Force. 2. Czechoslovakia Czechoslovak Air Force - six delivered between 1992-1993. 3. Egypt Egyptian Air Force - 48 delivered between 1993-1994. 4. Slovakia Slovak Air Force - two inherited from the Czechoslovak Air Force. 5. Tunisia Tunisian Air Force - 12 delivered between 1995-1996. Specifications (L-59E) Data from Jane's All The World's Aircraft 1993-94 General characteristics Crew: 2 Length: 12.20 m (40 ft 0 in) Wingspan: 9.54 m (31 ft 4 in) (including tip tanks) Height: 4.77 m (15 ft 8 in) Wing area: 18.80 m2 (202.4 sq ft) Empty weight: 4,030 kg (8,885 lb) (includes gun) Max takeoff weight: 7,000 kg (15,432 lb) Fuel capacity: 1,537 L (406 US gal; 338 imp gal) including tip tanks Powerplant: 1 × Lotarev DV-2 turbofan, 21.57 kN (4,850 lbf) thrust Performance Maximum speed: 865 km/h (537 mph, 467 kn) at 5,000 m (16,000 ft) Stall speed: 185 km/h (115 mph, 100 kn) (flaps down) Range: 2,000 km (1,200 mi, 1,100 nmi) at 7,000 m (23,000 ft) (with maximum internal and external fuel) Service ceiling: 11,800 m (38,700 ft) Rate of climb: 28.0 m/s (5,510 ft/min) Armament Guns: one GSh-23L cannon in under-fuselage pod Hardpoints: four underwing hardpoints with a capacity of inner hardpoints 500 kg (1,100 lb)capacity, outer hardpoints 250 kg (550 lb) Aero L-60 Brigadýr (Aero L-60 Brigadyr) L-60 Brigadýr Role - Utility aircraft Manufacturer - Aero First flight - 24 December 1953 Primary user - Czechoslovakian aviation Produced - 273 The Aero L-60 Brigadýr (Czech: Brigadier) was a small, high-wing propeller-driven Czechoslovakian STOL utility aircraft developed for both civil and military use. A prototype, designated XL-60, with Argus As 10C engine, first flew on December 24, 1953, but it was not successful. The plane was thoroughly redesigned and the second improved prototype, with M-208B flat-six engine, flew on June 8, 1954. The aircraft's configuration bears a strong resemblance to the Fieseler Fi 156 "Storch" licence-produced in Czechoslovakia during and after World War II (as K-65 Čáp), and which this aircraft was intended to replace. By the end of production in 1960, 273 had been built by Aero, including an improved version, the L-160 with an all-metal tail. Aircraft retrofitted with a PZL-built Ivchenko AI-14R radial engine are known as the L-60S. Variants XL-60 : Prototype. L-60 : Single-engined light utility transport, observation aircraft. L-60A : 50 production aircraft for the Czech Air Force. Also known as the K-60. Armed with MG-15 7.92 mm machine gun in a rear cab. First flew on June 24, 1955. L-60B : Agricultural crop spraying aircraft (300 L chemicals tank). L-60D : Glider tug aircraft. L-60E : Air ambulance aircraft. L-60F : Glider tug aircraft. L-60S : Aircraft fitted with the PZL-built 260-hp Ivchenko AI-14R radial piston engine. L-60SF : Fitted with the M-462RF radial piston engine. L-160 : Improved version with all-metal tail. Operators Civil operators Argentina Austria Bulgaria Cuba Czechoslovakia (Slov-Air) East Germany Hungary (MÉM Flight Service used 2 L-60 (registered: HA-BRA, HA-BRB) from 1959 for short period.) New Zealand People's Republic of China Poland (Polish Air Ambulance Service used 3 L-60F in 1957-1974.) Romania Sri Lanka Soviet Union United Arab Emirates Yugoslavia Military operators 1. Czechoslovakia Czechoslovakian Air Force 2. East Germany East German Air Force Specifications (L-60) Data from Jane's All The World's Aircraft 1961-62 General characteristics Crew: 1 Capacity: 3 passengers Length: 8.54 m (28 ft 0 in) Wingspan: 13.96 m (45 ft 10 in) Height: 2.72 m (8 ft 11 in) Wing area: 24.30 m2 (261.6 sq ft) Aspect ratio: 8.07:1 Airfoil: NACA 4412 Empty weight: 968 kg (2,134 lb) Gross weight: 1,460 kg (3,219 lb) Max takeoff weight: 1,560 kg (3,439 lb) Fuel capacity: 200 L (53 US gal; 44 imp gal) Powerplant: 1 × Praga Doris M 208-B air-cooled flat-six engine, 140 kW (190 hp) Propellers: 2-bladed Type V-411 wooden controllable pitch, 2.70 m (8 ft 10 in) diameter Performance Maximum speed: 193 km/h (120 mph, 104 kn) Cruise speed: 175 km/h (109 mph, 94 kn) at sea level Stall speed: 52 km/h (32 mph, 28 kn) Range: 720 km (450 mi, 390 nmi) at 1,000 m (3,300 ft) Service ceiling: 4,200 m (13,800 ft) Time to altitude: 4.3 min to 1,000 m (3,300 ft) / 17.5 min to 3,000 m (9,800 ft) Takeoff run to 15 m (50 ft): 240 m (787 ft) (on grass) Landing run from 15 m (50 ft): 195 m (640 ft) Aero L-159 ALCA L-159 ALCA Role - Light combat aircraft/ advanced jet trainer Manufacturer - Aero Vodochody First flight - 4 August 1997 Introduction - April 2000 Status - Operational Primary users - Czech Air Force / Iraqi Air Force Produced - 1997-2003 and 2016-2017 Number built - L-159A: 72 Developed from - Aero L-59 Super Albatros The Aero L-159 ALCA is a subsonic light combat aircraft and advanced trainer developed in the single-seat L-159A and two-seat L-159B versions respectively, produced in the Czech Republic by Aero Vodochody. It was derived from the Aero L-59 Super Albatros trainer, which was in turn developed from the Aero L-39 Albatros series. Development of the L-159 started in 1993 as an initiative to replace various Soviet-era fighter aircraft with a modern Czech-built equivalent; it was decided against pursuing a clean-sheet design to avoid excessive costs. Development was supported by the Czech government, which ordered 72 L-159A single-seat aircraft for roughly 50 billion CZK to equip the Czech Air Force. In 1998, the Boeing Company became a strategic partner in both the project and Aero Vodochody itself. On 4 August 1997, the L-159 performed its maiden flight; on 10 April 2000, the first production aircraft was delivered to the Czech Air Force. Further development of the type proceeded, particularly of the twin-seat L-159 models. In 2003, the Czech fleet of 72 L-159A aircraft was reduced to 24 due to budget constraints. Following several years of storage, the Czech government has re-sold most of the redundant aircraft to both military and civilian operators, namely the Iraqi Air Force and Draken International. The L-159 has seen active combat use by the Iraqi Air Force against Islamic State of Iraq and the Levant (ISIS) insurgents in the country. In Draken's service, the L-159 (colloquially known as "Honey Badger") has been employed as an aggressor aircraft for pilot training. Since 2007, six L-159A aircraft have been rebuilt into T1 trainer derivatives. During 2017, Aero Vodochody formally restarted production of the type, and unveiled a newly built L-159T1 for the Iraqi Air Force; furthermore, the Czech Air Force was in the process of acquiring L-159T2 two-seaters. Development Immediately after the 1989 Velvet Revolution, the president of Czechoslovakia Václav Havel declared a demobilisation of the Czechoslovak defence industry. Nevertheless, after the dissolution of the Soviet Union in 1991, the Czech company Aero Vodochody continued developing the basic L-39 Albatros design with a view toward greater export. The resulting L-39MS, later designed as L-59 Super Albatros, featured a more powerful turbofan engine, advanced avionics, and has been bought in quantity by Egypt and Tunisia. In 1993, a group of Czech military experts launched a project to produce a modern domestic fighter to replace the obsolete Soviet aircraft. Since the proposed Aero L-X supersonic fighter development proved to be financially demanding (up to US$2 billion), the less costly L-159 subsonic attack aircraft, derived from the L-39 Albatros, was approved for procurement instead. Conducted between 1994 and 1997, the technical development of the L-159 ALCA in Aero Vodochody consisted primarily of building a single L-159 two-seat prototype, based on the L-59 airframe, and utilizing western engine, avionics and weapon systems, with Rockwell Collins (eventually Boeing) as the avionics integrator. During 1995, the Czech government placed a large order for 72 L-159A single-seat aircraft at a cost around 50 billion CZK. The contract was signed on 4 July 1997. The number of aircraft to be delivered was based upon the size of the Czech Air Force at that time, taking into account the necessity to replace MiG-23BN and Su-22 fighter-bombers and Su-25 attack aircraft. Due to the cost of the project, the Czech government decided that a strategic partner, the Boeing Company, would be invited to collaborate with Aero Vodochody in the venture during May 1998. The maiden flight of the first L-159 prototype (5831, "376 white") occurred on 2 August 1997 with a two-seat version. On 18 August 1998, the single-seat L-159A prototype (5832, "356 white") first flew; it was completed to Czech customer specifications. On 10 April 2000, the first delivery of the L-159A took place to the Czech Air Force. Prototype (6073) of the two-seat L-159B variant first flew on 1 June 2002. During October 2004, the Czech government announced that Aero Vodochody was to be privatised, and Boeing decided to withdraw from involvement in both the L-159 and the overall company. During October 2006, Aero Vodochody was sold to Penta Investments. In 2009, Aero Vodochody selected V-Dot Systems (split off from Boeing) as the L-159 avionics integrator. V-Dot will replace the Honeywell multi-function displays (MFD) and upgrade the mission processors to support new functions. On 31 March 2017, following a 13 year stoppage in L-159 production after the delivery of the final Czech Air Force example, Aero Vodochody held a ceremony to mark the resumption of manufacturing; a new-build L-159 destined for the Iraqi Air Force was present. This batch of production aircraft featured several improvements, such as the use of a wet wing and increased endurance; further enhancements were also being worked on at that time. The company reportedly negotiated with Argentina on the topic of the L-159, which reportedly may have included the establishment of an assembly line in the country. Design The L-159 ALCA is designed for the principal role of light combat aircraft (single-seat L-159A variant) or light attack jet and advanced/lead-in fighter trainer (two-seat L-159B and T variants). Design of the L-159 was derived from the L-39/59 in terms of aerodynamic configuration but a number of changes were made to improve its combat capabilities. These include strengthening of the airframe, reinforcing of the cockpit with composite and ceramic ballistic armour and enlargement of the aircraft's nose to accommodate the radar. Compared to the L-59, the number of underwing pylons was increased from four to six, and a new hardpoint under the fuselage was added instead of a GSh-23L cannon. The aircraft is powered by the non-afterburning Honeywell/ITEC F124-GA-100 turbofan engine with a maximum thrust of 28 kN. Almost 2,000 litres of fuel are stored in eight internal tanks (six in the fuselage, two at the wingtips) with up to four external drop tanks (two 500 L and two 350 L tanks) carried under the wings. The lightly armoured cockpit is equipped with a VS-2B ejection seat capable of catapulting the pilot at a zero flight level and zero speed. The aircraft's avionics, based on the MIL-STD-1553 databus, include Selex Navigation and Attack Suite, Ring Laser Gyro based Inertial Navigation System (INS) and Global Positioning System (GPS). Flight data are displayed both on the FV-3000 head-up display (HUD) and two multi-function displays (MFD). Communications are provided by a pair of Collins ARC-182 transceivers. Self-protection of the L-159 is ensured by the Sky Guardian 200 radar warning receiver (RWR) and the Vinten Vicon 78 Series 455 chaff and flare dispenser. L-159A and T2 variants are equipped with the Italian FIAR Grifo L multi-mode Doppler radar for all-weather, day and night operations. All variants of L-159 are equipped with a total of seven hardpoints (one under-fuselage and six under-wing mountings), capable of carrying external loads up to 2,340 kg. The aircraft can be equipped with a variety of weapons ranging from unguided bombs and rocket pods to air-to-ground and air-to-air guided missiles or with special devices to conduct aerial reconnaissance or electronic warfare. For example, it is capable of carrying advanced targeting pods including the AN/AAQ-28(V) LITENING. Operational history Czech Republic The Czech Air Force is the primary operator of the L-159. During 1995, the Czech government ordered 72 aircraft, but after review, opted to reduce the fleet size to 24 L-159s, which received the latest avionics upgrades, while the remaining aircraft were placed into long term storage. By 2016, the Czech Air Force had 16 L-159A and 5 L-159T1 aircraft in service. On 1 June 2016, Aero Vodochody received an order to upgrade an initial batch of 16 Czech Air Force L-159s. Iraq On 15 October 2012, it was announced that Iraq had agreed to purchase 28 L-159s from the Czech government. During early 2015, Iraq signed a deal for 14 L-159 aircraft, comprising 12 L-159As and two L-159T1s, for the Iraqi Air Force. This sale was politically controversial in the United Kingdom, as it necessitated the lifting of a long-standing ban on the export of British radar technology to Iraq. The first two Czech L-159s were delivered to Iraq on 5 November 2015. In May 2016, numerous Iraqi L-159s participated in attacks upon positions held by Islamic State of Iraq and the Levant (ISIL) insurgents in the city of Fallujah. During October and November 2016, L-159 aircraft operated by Squadron No. 115 were deployed in the battle against ISIL forces at the Southern outskirts of Mosul. As the threat posed by ISIS diminished in Iraq, the L-159s were placed into temporary storage around 2017 or 2018. During February 2022, it was announced that the Iraqi L159s had been brought back into active service, although they were only capable of limited operations initially. It had reportedly been used in multiple strikes against insurgents in ISIL hideouts in the Hamrin Mountains of Diyala province during late 2021. During early 2022, Iraq has been in contact with Aero Vodochody on the topic of modernising its L-159 fleet. Spain In 2009, EADS-CASA of Spain exchanged with the CzAF four CASA C-295 for three L-159As, two L-159T1s and 130 million Euros. Later the two L-159T1s were returned by EADS-CASA to the Czech Republic as compensation for the C-295M not meeting the counter measures requirements of the CzAF at the time of delivery. This problem has been solved by EADS-CASA three years later and the remaining three L-159As resold by EADS-CASA to Lewis Fighter Fleet LLC. United States During 2014, it was announced that Draken International Inc., a civilian American company that cooperates with the US military for pilot training, was in the process of acquiring 21 ex-Czech Air Force L-159s. The deal made Draken International into the world's largest private air force. Aero Vodochody handed over the first L-159 aircraft to the company on 30 September 2015. Draken International has secured contacts with both the United States Air Force and the Royal Air Force to use its L-159s as aggressor aircraft for pilot training. A separate company, Lewis Fighter Fleet LLC, also operates three L-159As for its own purposes. These aircraft, which were formerly owned by EADS-CASA, were acquired by the firm in July 2013. Variants Single-seat L-159A The L-159A ALCA is a single-seat light multi-role combat aircraft designed for a variety of air-to-air, air-to-ground and reconnaissance missions. The aircraft is equipped with a multi-mode Doppler Grifo-L radar (a variant of the Grifo-F x-band multi-mode, pulse-doppler radar), for all-weather, day and night operations. It can carry a wide range of NATO standard stores including air-to-air and air-to-ground missiles and laser guided bombs. The L-159A is in operational service with the Czech and Iraqi air forces. There are two different configurations being used by the Czech Air Force - using the Honeywell 4x4 inch MFDs or the Vdot 5x6.7 inch MFDs. Avionic upgrades are designed and developed by V-Dot Systems Inc. L-159E The L-159E ALCA is the export designation of L-159A in service with Draken International. F/A-259 Combat-capable variant first unveiled at the Farnborough Airshow on 16 July 2018. Developed in collaboration with Israel Aerospace Industries and powered by a Honeywell F124-GA-100 engine. The aircraft is pitched for the U.S. Air Force Light Attack/Armed Reconnaissance program. Two-seat L-159B The L-159B, also known as L-159B Albatros II, is a two-seat version primarily designed for Advanced and Operational/Lead-In Fighter Training. The L-159B configuration can also be tailored to customer specific requirements and adapted to needs of basic training as well as combat missions including air-to-ground, patrol and reconnaissance missions. On 23 July 2002, the Czech military signed a letter of intent on acquisition of the first two L-159B aircraft. However, due to the budget constraints the trade did not materialize. The only prototype has been rebuilt by Aero Vodochody into L-159T2X demonstrator. The aircraft's designation was changed on 14 December 2015. L-159T1 The L-159T1 is a two-seat trainer derivative used by the Czech and Iraqi Air Force. All L-159T1s (excluding one newly built L-159T1 for the Iraqi Air Force) are modified L-159A airframes taken from storage. Unlike L-159A, they have just one MFD in each cockpit and no radar. L-159T1 S/N 6069 made its first flight on 8 March 2007 and the first batch of four aircraft was handed over to the Czech Air Force on 23 November 2007. Another two aircraft were delivered in August and December 2010, respectively. L-159T1 S/N 6069 was transferred to Aero Vodochody on 30 June 2015 as a part of the Iraqi contract which included handover of four actively used aircraft - three L-159A and one L-159T1 - to the Iraqi Air Force. L-159T1+ Prototype L-159T1+ S/N 6067 (manufactured as L-159A in 2003 and converted to L-159T1 in 2007) was unveiled by Aero Vodochody in March 2017. L-159T1+ aircraft are characterized by an upgraded mission system, avionics and newly installed Grifo-L radar, offering the same combat capability as the single-seat L-159A. The T1+ modernization of 4 Czech Air Force L-159T1 is scheduled to be completed in December 2019. L-159T2 The L-159T2 is a two-seat trainer with full combat capability converted from stored L-159A airframes. Compared to the L-159T1, it has a higher proportion of newly manufactured components and a Grifo-L radar installed. Instead of mirroring the instruments to the rear seat, the new two-seater will have independent instruments interchangeable with the L-159A while using the same software configuration. The Czech Air Force has ordered 3 L-159T2 aircraft scheduled to be delivered in November 2018. Operators Military operators 1. Czech Republic Czech Air Force - 16 L-159A, 5 L-159T1 and 3 L-159T2 aircraft in service as of August 2016. 2. Iraq Iraqi Air Force - 12 L-159A and 2 L-159T1 aircraft ordered; 6 L-159A and 1 L-159T1 in service as of September 2016. Civilian operators 1. United Kingdom Draken Europe (Formerly Cobham (company)). - Planned fleet of 8 L-159E aircraft from Draken International, to be listed on the CAA (G-XXXX) registry. 2. United States Draken International. - 21 L-159E aircraft. Lewis Fighter Fleet LLC - three L-159A aircraft; listed on the FAA registry. The aircraft have no export license from the Italian Government for the Selex Grifo-L radars. Evaluation-only operators 1. Hungary Hungarian Air Force - one L-159B leased from 2008 until 2010. 2. Ireland Irish Air Corps - L-159A was evaluated as a replacement for the six Fouga CM.170 Magisters of Light Strike Squadron. The Czech Republic offered Ireland 3 L-39ZA for free, if Ireland bought six L-159As. The Irish Government chose not to pursue the offer. Specifications (L-159A) Data from Jane's All The World's Aircraft 2003-2004, Czech military web pages General characteristics Crew: 1 (L-159A), 2 (L-159B, L-159T1/T2) Length: 12.72 m (41 ft 9 in) Wingspan: 9.54 m (31 ft 4 in) including tip tanks Height: 4.87 m (16 ft 0 in) Wing area: 18.8 m2 (202 sq ft) Airfoil: NACA 64A012 Empty weight: 4,350 kg (9,590 lb) Max takeoff weight: 8,000 kg (17,637 lb) Powerplant: 1 × Honeywell/ITEC F124-GA-100 turbofan engine, 28.2 kN (6,300 lbf) thrust Performance Maximum speed: 936 km/h (582 mph, 505 kn) Never exceed speed: 960 km/h (600 mph, 520 kn) Range: 1,570 km (980 mi, 850 nmi) Combat range: 565 km (351 mi, 305 nmi) lo-lo-lo, gun pod, 2× Mark 82 bombs, 2× AIM-9 Sidewinder and 2× 500 l (130 US gal; 110 imp gal) drop tanks Service ceiling: 13,200 m (43,300 ft) Rate of climb: 62 m/s (12,200 ft/min) Armament Guns: up to 3 × ZVI PL-20 Plamen 2×20 mm gun pods Hardpoints: 7 in total: 3 under each wing (outer pylons only for AAMs) and 1 under the fuselage holding up to 2,340 kg (5,159 lb) Rockets: **LAU-5002 rocket pods (each with 6 × CRV7 70 mm rockets) / LAU-5003 rocket pods (each with 19 × CRV7 70 mm rockets) Missiles: **Air-to-air missiles: AIM-9 Sidewinder / AIM-120 AMRAAM (fitted for but not with) Air-to-ground missiles: AGM-65 Maverick Bombs: various laser-guided and unguided bombs GBU, CBU - CBU-87 Combined Effects Munition / Mark 82 general-purpose bombs / Mark 83 general-purpose bombs / GBU-12 Paveway II / GBU-16 Paveway II Others: 2 × 500 L drop tanks (only inner hardpoints) for ferry flights or up to 4 × 350 L drop tanks (inner and middle hardpoints) for tactical missions Avionics Grifo-L Radar Aero Vodochody/Aero aircraft 1919-1938 - Ae 01 / Ae 02 / Ae 03 / Ae 04 / Ae 10 / A.8 / A.10 / A.11 / A.12 / A.14 / A.15 / A.17 / A.18 / A.19 / A.20 / A.21 / A.22 / A.23 / A.24 / A.25 / A.26 / A.27 / A.29 / A.30 / A.32 / A.34 / A.35 / A.38 / A.42 / A.46 / A.100 / A.101 / A.102 / A.104 / A.125 / A.130 / A.134 / A.200 / A.204 / A.230 / A.300 / A.304 / A.330 / A.430 1945-1992 - Ae 45 / Ae 50 / Ae 145 / Ae 245 / Ae 345 / HC-2 / L-29 / L-39 / L-59 / L-60 1993-present - L-39NG / L-159 / Ae 270 Under licence - DH.50A / C-3 / C-103 / D-44 / MB.200 |