Today, after four years of rebuilding and restoration in America, a 1937 vintage Lockheed Electra 10A touched down in Prague after a journey which started on May 21. It’s believed to be the only airworthy example of its type anywhere.
The aircraft has quite a history. It was initially intended to go to Amelia Earhart, but was instead purchased directly off the assembly line by Czech businessman Jan Antonin Bata who used it for business purposes. Shortly after the Munich Agreement was signed, the aircraft was secretly flown out of Czech territory and eventually ended up in Britain and pressed into military service. It found its way into Canadian military service in the post war years.
Here’s a link to the story covering today’s arrival:
Yesterday was the biannual open day at the Czech air force base in Čáslav, in the central part of the country. While the weather was far from optimal for good photography, there was a good cross section of military and civil types spanning vintage to modern.
Here’s a bit of what was available to be seen on the day:
At a time when museums and other facilities that close for the winter months are reopening their doors for a new exhibition season, the Olomouc Air Museum has found themselves in search of a new home instead.
According to the museum website, the airport came under new management and the lease on the hangars the museum occupied was terminated in favour of demolishing the buildings for the value of the metal in their structures.
This development is is a very unfortunate one on a number of fronts, not the least of which is that it renders the great deal of work that has already been done by museum volunteers, and the assistance of companies such as Honeywell and the like, to improve the museum and its facilities at the location largely a waste of effort and resources. The carpet has essentially been pulled out from under the museum.
It is also unfortunate as the hangars themselves had some historical value, having been used by the Soviet military during the Socialist era. While they are in a very dilapidated state, remnants of Cyrillic text can still be discerned on their walls. It would be interesting to know what, if any, restoration potential they possess.
The museum’s collection of aircraft has some very rare specimens which include a prototype of the ill fated Let-610 commuter aircraft, a prototype example of the Aero L-29 Delfin trainer, one of two L-13 Blaník gliders which were used in jet propulsion experiments and a Tupolev Tu-154 airliner which was used as the presidential transport for the late Václav Havel.
According to their website, the museum seems optimistic that the city of Olomouc will grant them some assistance; hopefully that optimism is justified. In the meantime, the museum will be operating as a travelling exhibition moving from one locality in the Czech Republic to another on a monthly basis.
You can find a link to the museum’s website in my main article about it in the “Museums & Organisations” section in the sidebar. The site has a multilingual translator function, so you can read the museum’s statement on the matter in a language of your choosing. The article also contains a link to the museum’s Facebook page.
It goes without saying, that I hope a satisfactory solution can be found in the near future to find new housing for the museum. I also hope the museum can stay in Olomouc, which is a very nice and historic city quite worth visiting on its own merits.
For Readership in the Czech Republic – Pro čtenáře v České republice
If the museum travels to your area during 2015, be sure to visit and show your support for them.
If you are from Olomouc or the immediate area, please urge the city to assist the museum and keep it in the city. Olomouc is a great town to visit thanks to attractions like this museum. With proper housing and strong local support, this museum has a great deal of potential.
It would be a pity for Olomouc to lose the museum.
Pokud muzeum přijede v roce 2015 do vašeho regionu, určitě ho navštivte a projevte mu podporu.
Jestli jste z Olomouce nebo okolí, prosím, vyviňte tlak na magistrát, aby muzeum ve městě udržel. Olomouc je díky takovým zajímavostem jako je toto muzeum skvělým návštěvním cílem. V muzeu, pokud bude mít dobré zázemí a silnou místní podporu, se skrývá velký potenciál.
I’ve taken a bit of time this weekend to revisit some existing entries and freshen them up a bit. In some cases, it’s just a few new photos though there is also a bit of text reworking here and there in some of them.
Today is ANZAC Day in Australia and New Zealand. This year, it is all the more poignant as it is also the 100th anniversary of the beginning of the Gallipoli Campaign; the baptism of fire for the armies of both nations the results of which would change forever how the two nations saw themselves on the world stage.
To this day, historians are still divided on the Gallipoli Campaign and the full scope of its ramifications. What is not in debate, in the context of the land campaign, is that the Allied effort was plagued by logistical and tactical deficiencies at every level as well as overconfident commanders who sent inexperienced soldiers up against an adversary they had woefully underestimated the abilities of.
To my Australian and New Zealand readership; I bow my head and raise a glass to your veterans, living and departed. Thank you.
James Charles Martin (1901-1915), youngest Australian KIA at Gallipoli
Between 2014 and 2018 Australia and New Zealand will commemorate the Anzac Centenary, marking 100 years since their involvement in the First World War.
The Anzac Centenary is a milestone of special significance to all Australians and New Zealanders. The First World War helped define them as a people and as nations.
During the Anzac Centenary they will remember not only the original ANZACs who served at Gallipoli and the Western Front, but commemorate more than a century of service by Australian and New Zealand servicemen and women. [And I hope other nations will as well.]
The Anzac Centenary Program encompasses all wars, conflicts and peacekeeping operations in which they have been involved. And to honour all those who have worn the uniforms. The programs involved with the Centenary urge all to reflect on their military…
Today, I made my first visit after a few years to the sizable collection of aircraft and land vehicles on view at the Museum of Air and Land Technology in Vyškov, a small military city about 45 minutes north east of Brno.
Not much has changed since my last visit to the museum, except that I have a better camera now than at the time of my previous visit. Initially, I was simply going to put fresh photos in my existing page about the museum; however, I took the opportunity to give the whole piece an overhaul and significant re-write.
I invite you to click on the link to the page in the museums section in the side bar to view the reworked page. I hope you will enjoy it.
Though the interwar period is generally considered the time when the biplane gave way to the monoplane, the transition from one to the other was a gradual one in many contexts.
Biplanes were not without their merits and several military air arms around the world kept biplanes as their primary fighter aircraft through much of the interwar era. Compared to monoplane fighter designs of the time, biplane fighters often offered superior performance with regards to climbing, maneuverability and general responsiveness.
The Avia B.534 became symbolic of Czechoslovak air power of the time and , along with the Fiat CR.42 Falco from Italy and the Polikarpov I-153 Chaika from the Soviet union, widely considered to represent the apex of biplane fighter development. All three types were still active in the fighter role during the early stages of the Second World War; in fact, the last confirmed aerial combat victory for a biplane fighter was scored in an Avia B.534.
The Man Behind the Machine
The designer of the B.534, František Novotný, came into employment as Avia’s chief engineer in 1930 after the company’s founders left it after it merged with the Škoda company.
Novotný, a First World War veteran, had a deep interest in aviation from a young age and spent a brief time in Great Britain working for H.G.Hawker before returning to his native Czechoslovakia to complete his education as an engineer. Much of what he learned about aircraft design and engineering during his time at Hawker benefited Avia greatly as he applied that knowledge to aircraft he designed and oversaw the production of.
The B.534 had its starting point in the B.34, the first aircraft Novotný designed after coming to Avia. In 1932, the company secured a modern French built Hispano-Suiza 12 cylinder in-line engine and installed it to the second B.34 prototype. With much modification and streamlining, this arrangement served as the prototype B.534 and took to the air for the first time in May of 1933.
The B.534 entered service with the Czechoslovak military in late 1935. The aircraft was of very clean design and a combination of metal, fabric and wood construction. While the initial version of the type suffered some structural problems in service; it was a fast and responsive machine that was popular with pilots that would quickly, through four variations, mature into a very competent and dependable fighter aircraft for its time.
Before the 1930s were finished, the B.534 had shown itself to be a very close match for Germany’s Messerschmitt Bf-109B fighter in speed. In an international competition in Switzerland in 1937, the Avia biplane was clocked at only 11 kilometers per hour slower than the German monoplane fighter.
Into the Fray
The Munich Agreement of 1938 saw Czechoslovakia come under Hitler’s boot heel and, consequently, the country’s military assets annexed by Germany. In 1939, when Germany forcibly split the country into the Bohemian and Moravian Protectorate in the west and the Slovak Republic in the east, the B-534 got its first taste of combat.
Almost as soon as the Slovak Republic had been established under a Nazi friendly collaborationist government, Hungarian forces staged an attack on Slovak territory. In a series of skirmishes along the border of the two countries; Slovak Avias secured no aerial victories and a number were lost to anti aircraft fire and Hungarian fighters.
It was in this initial combat that the B.534’s weaknesses became apparent; it was lightly armored, lacked self sealing fuel tanks and also lacked guns of sufficient calibre. While these weaknesses would not keep it from seeing further combat, they would ensure the aircraft would be a bit player at most in the Second World War.
Through the first year or so of the war, Slovakia also used the aircraft along the Eastern Front in small actions against Poland and the Soviet Union.
The last action for Slovak Avias occurred in 1944 as part of the Slovak National Uprising, a resistance movement aimed at toppling the collaborationist power structure and turning against Germany. By this point, the B.534 was thoroughly outclassed as a fighter. Nevertheless, in early September of that year, a B.534 flying under resistance colours shot down a Hungarian Junkers Ju-52 transport bound for Poland. While this action was the last confirmed aerial victory for a biplane fighter, it would have been preferable if the transport had been forced down to be kept in usable condition as the resistance was desperate for any aircraft it could get. Ultimately, the resistance movement was stopped.
Aside of Slovakia, the only other nation to field the B.534 as a fighter in the war was Bulgaria. The Bulgarians purchased several Avias from Germany and notably used some of them against American bombers which raided the oilfields of Ploiesti, Romania in August of 1943. Though the Avias did score hits against the bombers, their guns were not powerful enough to penetrate the American aircrafts’ armor.
The German Luftwaffe used the many Avias it confiscated from Czechoslovakia as trainers and glider tugs.
Minor users of the B.534 included: Croatia, Greece, Hungary, Romania and the Soviet union.
The B.534 Family
The basic B.534 evolved across four sub types, referred to as series. Most of the differences that set the four series apart from each other were quite subtle and involved internal structural strengthening, rearrangement of gun installations and general streamlining of the design.
The ultimate development of the basic design was the Series IV aircraft. A notable difference between the Series IV Avia and earlier ones was a completely enclosed cockpit that included a heater for pilot comfort.
Most B.534 aircraft were equipped with wooden propellers, though many later Series IV aircraft were fitted with more modern metal ones.
While the Avia had aerodynamic fairings placed over its wheels as standard equipment; in practice, these fairings were often removed as they tended to clog with mud when the aircraft operated from wet grass airstrips. The Avia also had the ability to be fitted with skis for operations from snow.
The specialized Bk.534 was designed to have a 20mm cannon firing though the propeller hub via a hollow shaft. Two of the aircraft’s standard four machine guns were removed to offset the weight of the larger cannon. However, adapting the cannon to the design proved problematic and it ultimately never came into use with the aircraft.
A notable chapter to the Bk.534 story took place when the German navy modified three of them to test the type for suitability for aircraft carrier operations. While they were found to be completely unsuitable; it was of little consequence as the German aircraft carrier, Graf Zeppelin, never was built.
Lastly, the B.634 of 1936 was an attempt to refine the aerodynamics and performance of the B.534 further. While gains in performance were achieved, the B.634 had a number of problems which eventually led to only one ever being built.
The B.534 could be considered a ghost in the truest sense of the word as none of the roughly 560 built have survived to the present day. All we have are images of what once was.
Two full scale replicas built from original plans are on display in museums in Prague, Czech Republic and Košice, Slovakia.
Additionally, since 2013, a 30% scale replica of a Series IV aircraft has been flying on the Czech civil register. Though the replica is smaller than the original, great care has been taken to ensure it faithfully echoes the shape and proportions of the real thing.
To learn more, the following links will provide you with fuller information about the B.534 and František Novotný respectively: