The flight must be booked in advance.
The price conditions depend on the number of persons - the type of the plane.
HISTORY OF CZECH AVIATION
The first constructer and pilot of the Czech plane was Jan Kaspar.
Together with his cousin Eugen Cihak they started the construction of their own plane with their own engine in 1909.
But just during the first flight Jan Kapsar destroyed the plane.
He left to Paris and bought the plane Bleriot.
On Sunday, April 16th, in 1910 Jan Kaspar succedded the first flight.
This day is considered the birth of the Czech aviation.
But long distance Jan Kaspar covered one year later.
The first real flight was realized by the Wright brothers with an engine powered biplane in the US in 1903. Santos Dumont took off in his aircraft in Paris in 1906. In 1909, Louis Bleriot crossed the English Channel.
Pilsen and Pardubice were the centers of Czech aviation in early 1900s. A flying club was founded in Pilsen in 1910. Its members, such as Cermak, Tucek, Bloudek, Potucek and Simunek, significantly influenced the development of aviation in the country. Aviation activities of the day reached their peak in the pioneering flights by Jan Kaspar and Eugen Cihak. Jan Kaspar covered the distance of 120 kilometers from Pardubice to Prague in his Bleriot in 1911: the longest flight in Austria-Hungary. Eugen Cihak became the first recognized Czech aircraft designer. He and his brother Hugo built their famous Rapid, which outclassed most of the contemporary types.
The fame of Czech aviation was spread significantly by one of the first female pilots in the world - Bozena Langlerova. The courage of this woman is admirable considering she had a crash during her first test, and suffered serious injuries. After she recovered, she enrolled for the test once again, and got her certificate in September 1911.
In the First World War, the Czechs served in the Austro-Hungarian army, but mass desertions were widespread. Czechoslovak legions were formed in France, Italy and Russia to fight for Czechoslovak independence from Austria-Hungary. This is why Czech pilots could be found on both sides of the conflict. Many Czech pilots were trained in France due to the activities of M. R. Stefanik - a Slovak scientist, French pilot and one of the founding fathers of Czechoslovakia.
In October 1918, former Czech members of Austro-Hungarian squadrons met on the Zofin island in Prague. At that time nobody knew they were founding one of Europe's distinguished air forces. Many enthusiastic men gathered around sergeant Kostrba, but there were no planes to fly. That's why it was a matter of high importance to obtain the largest possible number of aircraft for the republic, and find suitable airfields. Several undamaged airplanes were obtained from the former flying school in Cheb. These were flown to a meadow in Strasnice, which became the first Prague airport. Several foreign types were soon added to the original trainers from Cheb.
The new air force was helped significantly by a French donation of 127 aircraft. This help was not quite as unselfish as it looked: France wanted to gain a new market for their military production in newly created Czechoslovakia.
Young Czech experts opposed attempts to make Czechoslovak aviation dependent on France. Especially well-known designers Alois Smolik, Antonin Vlasak, Antonin Husnik, Pavel Benes and Miroslav Hajn had their own ideas for the Czechoslovak air force. These ideas were very specific, because each of them represented an aircraft manufacturer.
This is why the first tests of Czech made aircraft were eagerly awaited. They were supposed to decide the future of the Czechoslovak aviation industry. The test results of Smolik's S-1 biplane were favorable for the local aircraft development and production. Final decision was taken after S-1 was joined by Aero Ae-02 and Avia BH-1. Local production beat the import.
At this time Czech aircraft were largely unknown and even ignored abroad. The aircraft of WW1 powers prevailed. It is not surprising that the first Prague Aviation Exhibition in 1920 went unnoticed abroad. The Czechs made up for this at the international aviation meeting in Zurich two years later. Alois Jezek, the company pilot of Letov, came in third with his S-3 in the category of precision take off and landing. He was also seventh in aerobatics.
Another company - Avia - also made the country famous. Czechoslovakia was among the first countries to start serial production of low-wing fighters. These were Avia BH-3's, direct successors to the very first low-wing aircraft in the country - Avia BH-1 Experimental. These were followed by the well known "Boska": the exceptionally successful Avia BH-5. This type was made famous by doctor Zdenek Lhota with his competition machine marked L-BOSA: thence the nickname of "Boska".
Doctor Lhota was an aviation enthusiast who quit his successful practice as a lawyer to link his future with the Avia factory. He gained the first trophy for Czechoslovakia in 1923, winning the Brussels International Tourist Aircraft Contest. His skyrocketing career continued until 1926. In that year he flew to Italy to defend the most valued trophy of the day - Coppa d'Italia Cup - which had been held by Avia since Frantisek Fritsch won the contest in 1925. Doctor Lhota flew the BH-11 low-wing monoplane. He disregarded the designers' instructions and performed headlong flight during the preparations. This caused a crash and Lhota died together with his engineer Volenik. Czechoslovakia won the trophy anyway. Another pair of pilots, Bican and Kinsky, won the contest and defended the valuable trophy for Czechoslovakia.
The aviation of the 1920's was not just Avia and doctor Lhota. Frantisek Lehky broke the world record at 100 kilometers with standard load on Aero A-12 on September 7, 1924. Karel Fritsch won the above mentioned Coppa d'Italia in Rome in November 1925, and one year later pilot Stanovsky undertook a long distance flight with Aero A-11. This was a trip around Europe across the tip of Africa and Asia Minor.
Captain Malkovsky was among the best Czechoslovak pilots of the late 1920s. He started the tradition of Czech aerobatics. His red Avia BH-21 was the top attraction of most public shows, and he was one of the first pilots in the country to master higher aerobatics. Unfortunately, he got killed at an air show in Karlovy Vary in 1930. Other distinguished personalities of pre-war aerobatics include Hubacek, Novak and Siroky. Frantisek Novak, in particular, is considered the best Czechoslovak aerobatic pilot of all time.
The Avia factory was the avant-garde: their low-wing series was very much ahead of its time. On the other hand, these planes had various problems, especially in that they required careful control. Most pilots were used to comfortable flying with stable biplanes, so there were many accidents with Avia monoplanes. This is why the company had to switch to biplanes. The designers did a good job again building the above mentioned biplane Avia BH-21, made famous by captain Malkovsky. Other famous Avia types included the best Czech serial fighter B-534, as well as modern low-wing planes B-35 and B-135. These last two types were built just before WW2, and were still undergoing further development in 1938 when Czechoslovakia was dismembered by Germany. Later, these planes were seized by the Germans, just like the entire country. Avia B-35 was a very promising design. Its prototype was flown with fixed landing gear, and an engine from the B-534 because the gear and engine intended for this plane were not ready yet. In spite of this, the aircraft achieved the speed of 480 kmph and showed excellent handling qualities. After the German takeover its development continued. It resulted in Avia B-135. Twelve of these machines were sold to Bulgaria in 1941 together with the manufacturing license. It is too bad this plane was developed so late and never had the opportunity to oppose the German army. It can be assumed this plane would have been a worthy opponent for the Messerschmitt.
Avia B-534 was an excellent machine, and its only fault was that it was not replaced in time. It was used by many air forces well into the war. The last biplane kill of WW2 was scored by F. Cyprich flying an Avia B-534 on September 2, 1944. This was in the Slovak uprising, and the plane shot down was a German Ju 52/3m in the area of Radvan.
The Letov factory continued with their successful line started by the Letov S-1 biplane. This light bomber had a wooden airframe with canvas cover. The 1926 S-16 model is among the best of Smolik's designs. This biplane was used by lieutenant-colonel Skala and engineer Taufr for their long distance flight to Japan. The most modern of Smolik's design was a full-metal two engine bomber S-50. It was also seized by the Nazis.
The Aero company also started with biplanes. The very first Aero design, the Ae-02 fighter, was a success. It was followed by a reconnaissance biplane A-12, and a very interesting high-wing bomber A-42. The 1930 design was the most modern Czech bomber of the day. Due to some of its faults and the lack of understanding in the military administration, this plane stayed a prototype. Aero also attempted a fighter monoplane A-102, but this project was abandoned when Avia came up with a more modern design (B-35). Aero produced the most modern Czech pre-war bombers (with the exception of Avia's licensed production of the Soviet SB-2 bomber). These bombers were Aero A-300 and A-304. They too were captured by the Nazis.
These lines create the impression that the Czechoslovak aviation industry only consisted of Avia, Letov and Aero. In reality, there were other companies such as Praga, Tatra, Zlin, Benes-Mraz, as well as designers including Jaroslav Slechta, Karel Tomas, Frantisek Novotny, Robert Nebesar and Jaroslav Lonek.
The Czechoslovak air force and aviation industry played a distinguished role between the wars. It was not the fault of Czech pilots or their machines that they never got the chance to stand up to the enemy.
Although Czechoslovakia was taken without a fight, we can say proudly that Czech pilots did a good job during the war. They started leaving the country in 1939 to oppose Germany abroad. They went to Poland, Yugoslavia and France. After the war started, they were at all fronts, in all kinds of uniforms and airplanes, helping to stop the attacker.
They saw their first great victory in the Battle of Britain, where they were among the best. Pilots in the 311th Czechoslovak Bomber Squadron performed night bombings over enemy territory.
Following an agreement between the Czechoslovak government in London and the Soviet Union, some Czech pilots went to the Eastern front. They formed the first Czechoslovak Fighter Regiment, whose members were the first Czechoslovak exile soldiers to enter the liberated Czechoslovak soil. This was during the Slovak uprising. The group of pilots from the West was joined by Czechs living in the Soviet Union and deserters from the Slovak fascist army. The regiment was then expanded to a combined division flying both fighters and attack aircraft. A bomber regiment was planned, but was not formed by the end of the war.
In the meantime, the Czechs at the western front kept fighting the Luftwaffe. They patrolled the Atlantic, destroyed the V1 missiles and took part in the invasion of Normandy.
There is no exaggeration in saying that while nobody knew about Czech pilots in 1918, they were among the best in the world in 1945.
In 1945, the Czech pilots returned home with their Spitfires and Lavochkins used in the war. These machines became the standard fighters in the first post-war years. There were also some planes left behind by the Luftwaffe. New planes were delivered by Avia. During the war, the company produced Messerchmitts Bf-109 for the Reich. The natural thing to do was continue with this production. There were, however, no original engines for the Bf-109 in the country. That's why the engine was replaced by a heavier and more powerful type, which was plentiful. The plane was too nose heavy and the engine was overpowered for the design. The Avia designers did their best to improve the qualities of the plane, but this was only partly successful. The result was called Avia S-199, and its two-seater version was CS-199. The pilots called it "mezek" - a short form of Messerschmitt, but also the Czech expression for "the mule", due to its mule-like behavior. The plane was difficult to balance, and had a tendency to roll over during the landing (this was a problem even with the original Bf-109). If this happened, the engineers had to smash the cabin with a long pole to get the helpless pilot out. When the pilot revved up the engine during the take-off, the movement was so strong that the plane was in danger of hitting the ground with the wing. In spite of these problems, hundreds of S-199's were produced and used until 1955.
The moment of glory for S-199 came with the Israeli war of independence. Czechoslovakia was the only country ready to equip Israel with aircraft and train their pilots. A number of Spitfires and Avias were delivered to Israel. Israeli pilots learned to use the excessive engine moment for unexpected sharp turns in combat. According to some sources, if it hadn't been for Avias, there would be no Israel. It is ironic that the only Czech plane that played a decisive role in a real conflict was at the same time one of the worst Czech designs.
The communist coup of 1948 was an important turning point. From this time, Czechoslovak aviation became increasingly dependent on the Soviet Union, which had no interest in a prosperous Czechoslovakia. The superior light industry was suppressed and replaced by heavy industry. Aircraft manufacturers had to move to a different kind of production. Avia made licensed Soviet aircraft in the beginning, but starting from early 60s, aircraft production was stopped. Avia now makes trucks.
The licensed Soviet aircraft made in Avia included Il-10 and Il-14, while Kunovice produced Yak-1 trainers. The army used Soviet made jets: Yak-23, Mig-15, 17, 19, 21, 23 and 29. Bombers included Il-28, Su-7 and Su-25.
There was one positive aspect to this development. The Soviets never spared any expense on their weaponry, so their aircraft were mostly top of the league. Since some MiG's and Sukhois were made in Czechoslovakia, the know-how could be used in original Czech designs. These were the first Czechoslovak jet L-29 Delfin, its aerobatic version L-29A, and Aero L-39 Albatros. The Delfin was chosen as the standard trainer jet in the Warsaw Pact, and hundreds of them were produced. It is still used for training in many countries. The experience gained on Delfin was used in the construction of the best Czech aircraft so far, Aero L-39 Albatros. (Vanity makes me mention that my father made some of the electronics for the Albatros. R.A.)
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