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#121
29th January 2009, 23:44
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#124
30th January 2009, 10:25
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The L-159 is a true beauty.. Well, your new main fighter isnt a bad looker either
 Rumcajs, a coupple of pages back on this thread I saw a pic of a whole bunch of Czechoslovakian Spitfires (looks like Mk.V). When and how did you get them? And what did your pilots think of them compared to your Me-109 and La-5/7 fighters? Any info would be most appreciated!
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#125
30th January 2009, 12:51
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Last edited by rumcajs; 30th January 2009 at 12:56.
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#126
4th February 2009, 21:51
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Czechoslovak MiG-21s in Pod nohama nebe movie
http://www.youtube.com/watch?v=6ujJzXq5lK4 and Su-25K (early the 1990s) and technicians in action http://www.youtube.com/watch?v=43cbYAvEfAE
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#128
17th February 2009, 20:24
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more photos of modernised Mi-171Š, for ISAF mission every chopper will got two PKMs and one 12,7 machine gun, there are negotiation for FN Herstal m3m purchasing right now
       
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#135
28th August 2009, 19:31
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great pics Rumcajs ! the L-159s look very well maintained. How has the Czech experience with the Gripens been ? I've read reports that state they are quite happy and want to convert their lease contract into an outright sale when the lease expires..
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#136
28th August 2009, 21:27
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 http://en.wikipedia.org/wiki/Czechos...9;état_of_1948 MiG-15 in Czechoslovak Air Force 1951-1983 Vol.1 by Miroslav Irra This book covers the usage of the MiG-15 in the Czechoslovak Air Force from the years 1951-1983. Included are accounts of encounters with Western Air force aircraft as well as squadron formation etc This 104 page book contains 165 black and white photos with 15 colour photographs. There are also 7 colour profiles included. Czech/English text. Also during the war the Germans set up a number of assembly plants in Czechoslovakia for production of the Messerschmitt Me 262, designated the Avia S-92. After the war the manufacturing infrastructure remained intact, so production could start up again for the new owners. The first S-92 was assembled at Letňany Research Institute in 1945 with the airframes coming from Avia and the engines from the repair works in Malešice (the Junkers Jumo 004, now called the M-04). The S-92's first flight was on 27 September 1946, with Avia's chief pilot Antonin Kraus in control. That same year on December 10 the CS-92 took to the air for the first time. Delivery of the first S-92 to the Czech Air Force was on 6 February 1948. Twelve were made in all, nine S-92 and three CS-92, equipping the 5th Fighter Flight, until they were grounded for use as instructional airframes in 1951. By the time Yugoslavia showed interest in buying the S-92, Avia was looking at closing down the production line to make way for newer up-to-date aircraft, and when Avia were given a license to make the Mikoyan-Gurevich MiG 15 Fagot (they were already making the Yakovlev Yak 23 Flora, as the S-101) the S-92 production lines were dismantled. Last edited by Sens; 28th August 2009 at 23:46.
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#137
29th August 2009, 11:49
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only Avia din´t produce Jak-23, just the production was planed and Avia made some works on production eqiupment, but wery soon everything were change for S-102 producing. All Czechoslovak Jak-23 were Made in USSR... :-) Last edited by rumcajs; 29th August 2009 at 15:13.
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#138
29th August 2009, 11:54
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otherwise, during the first year of Gripen´s service in CzAF their reability was horrible - under 60 %, and chiefs of AF complained to Saab about that and ask some penalty, but I don´t know details. For example L159 reability at that time was approximately 75%. Last edited by rumcajs; 29th August 2009 at 11:59.
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#140
29th August 2009, 15:34
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#143
30th August 2009, 02:19
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WW2 has ended in Europe already, when the new Czech government bought that new RAF Spitfires in August 1945. In 1948 they sold their used Spitfires for 23.000 USD each to Israel, when the related market-price was 1/10 of that. A healthy profit. The Avia S-199s were even more expensive for Israel. Despite some historical errors I do enjoy your high quality pics and to learn some details about that smaller air force too. http://www.consit.cz/sl/eng/csl2_1.html Last edited by Sens; 30th August 2009 at 02:36.
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#144
30th August 2009, 11:21
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On 25. 10 1940 were signed Czechoslovak-british agreement about Czechoslovak armed forces in the GB which icluded their status and organisation and method of financing. Article 5 said: expenditures that arise for any british goverment department by execution this agreement will be defrayable on british goverment credit for Czechoslovak governemnt in GB for Czechoslovak military effort aproviding... Well well credit, but now we must start to talk about Czechoslovak gold resource (state treasure). In September 1938 Czechoslovakia had 94 771 kg of gold and due menace to war only 6 336 kg was in Prague, majority of it was in Switzerland and the GB (about 28 tons in Bank of England and 23 tons in british subdivision of National Bank of Czechoslovakia). After Munich betrayal Swiss and British banks robbed 14,5 tons of Czechoslovak national gold on nazi pressure and gave it to nazis for "financial covering of czechoslovak money in (robbed) czech border areas" (sic!). And more... 18. 3. 1939, three days after occupation of "rest Tschechei" in Hitler´s jargon way, nazis compel chiefs of National Bank of Czechoslovakia in Prague to transfer money from the GB, and Bank of England send to nazi national bank in Berlin 23 tons of Czechoslovak national gold, that was big international scandal, because nazis damaged piece of **** (sorry paper) from Munich for all that BoE sent the gold what even wasnt its property, Churchill named that "Financial Munich"... and minister of finace blocked further transactions with Czechoslovak state gold... Well Czechoslovakia lost 45,3 tons in total during the war, after the war international Tripartite Gold Commision gave only 24,5 tons back to Czechoslovakia and the GB instatly call for Czechoslovak army in GB organisation, equipment and weapons credit payment (very interesting is the fact that the GB forgiven the same Polish war credit in 1956) and so called "Munich credit" - british financial help for disfigured Czechoslovakia after Munich betrayal (actualy "voice of guilty conscience credit"). Czechoslovakia recognized legitimacy of british war credit on the agreement from 25. 10 1940 base, but Czechoslovak government want to pay it from german reparations... admittedly Czechoslovakia has got no penny up to this day... later after 1949 Czechoslovak communistic goverment didn´t want to pay war credits to GB and USA because rest of state gold still was holded in GB and USA. Negociations were long, finally in 1982 Czechoslovakia paid 24 million pounds to GB and 84,5 million dollars to USA and on 20. 2. 1982 got 18,5 tons of Czechoslovak state gold back... that´s the story Even some Czech pilots were arested and interned in special lagers for some time instatly after comming in GB for "communistic ideas and opinions" when they criticised GB for Munich betrayal... sorry for my poor English anyway Last edited by rumcajs; 30th August 2009 at 12:42.
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#145
31st August 2009, 13:16
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Then, that percentage you talk about was also not under 60% but one figure close to that was the 66% acheived training hours on the Gripen during the full year 2005. Non-training flights involve QRA which for a while took up half of all flights. But the CzAF only got their first six gripen on 18th April 2005. At this time there was still the bulk of pilot and technician training to do and still is going on as we speak. For long CzAF had more Gripens than it had pilots. By January 2006 the CzAF had 14 Gripens and just 8 pilots. The aircraft had about 100 hours on them before delivery as they had been flown in by the FMV testpilots.  There has also been issues with pilots leaving for civilian airlines and better wages. That has nothing to do with the aircraft availability. After one year after taking the Gripen into service, the period you do talk about the base commander said: Quote:
For 2007 the fleet availability numbers was 93% with 1905 flight hours. And on that training chart it's clearly visible how thanks to more trained pilots and mechs the jets is able to get into the air and produce flight hours. If anything has been a problem with the Gripen in the CzAF it has been lack of manpower who can use the machines. Any complaints has never been heard on Gripen availability here not even in that first stressful year. But if you got a news source I'd love to see it. Like I said, I haven't seen it. Last edited by signatory; 31st August 2009 at 13:21.
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#146
1st September 2009, 19:05
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so there is the part called Aircrafts of the tactical air force of the Army of the Czech Republic from the official matherial of the Highest Control Authority of the Czech Republic 2007 report, the control was made by this authority since may to december 2006 and includes 2004, 2005 and 2006 years till december 2006. The Highest Control Authority of the Czech Republic is the main control institution that can control every ministry, even government, every state institution and their economy:         Graf č. 1 – Srovnání požadované a dosažené provozuschopnosti letounů JAS 39 Gripen (v %)  well, I try to traslate the part about Gripens serviceability (the red box) .... and the diagram says everything... diagram legend (serviceability of the Jas-39 percentage): blue-real serviceability red-desiderative serviceability according the agreement green-average serviceability (hmmm for sure under 60 %) numbers on the left - percentage, numbers below – numbers of the gripens (you can see every aircraft´s serviceability – only gripens of number 4, 5 and 6 were of over 60 per cent serviceability in total during controlled period) II.3 Serviceability of the aircrafts JAS 39 Gripen With regard to NATINADS missions and Czech Republic air space defense tasks is supersonic Gripen aircrafts´ serviceability crucial. Functional (serviceable) is the aircraft without technical restriction (technical faults, breakdown, not exhausted service life between periodical revisals and not crossed border of the technical life) with all specified working and adjustements. Serviceability is evaluated every day. Aircrafts Jas 39 Gripen have flown 2 473 flights and 2 278 flying hours up to 10. October 2006 (the last day of controlling). According the criterion which is middle period between malfunction called MTBF (Mean Time Between Failure) the aircrafts achieved quite low reliability 2:09 flying hours per failure (contrary to L159´s 4:53 flying hours per failure what you can read several lines lower )… Since the start of the Gripens´ service in april 2005 its serviceability achieved average 53,8 % in total. According to the agreement the minimum serviceability is 60%. So ministry of defense started the negotiation with Swedish side to improve this state. The ordinary failures are removed by technicians of the Czech Army and basic and middle level of servicing as well according the agreement. In the more difficult cases failures are removed in cooperation with Swedish specialists. Spare parts and material is provided by Swedish side. Since March to October 2006 Swedish producer made modernization of avionics, communication and further systems in Sweden according the agreement. thats all, strictly evaluation of the Gripens´ technical problems not depending on „human factor“… this source is the most relevant and determinant. But its not suprise, new aircraft expecialy the new fighter is very complicated systém… just Gripens problems were similar to first phase of L159 service, or for example Polish F-16 (in this case I just guess i don´t know facts or numbers)). For example L159 start reliability was wery low, now on every NATO exercise for two last years L159 are avaluted as one of the most realiable aircraft on the exercie... I don´t know new numbers and percentage for gripen but they are much more better for sure... and don´t post something like Mikulenka´s declaration, just he is ministry of defence´s employee and he must to say what the chiefs want... just propaganda, but generals and politicians cannot narrate fairy tails for main control authority, there is even causes when this authority indicted ministry of defence for its bad economy a year ago and chief of army was indicted for state property robbery as well... ... and funny information from the end of the material is that ministry of defence hasn´t given the reason for purchasing 14 Gripens (it means reason for number 14 not reason for purchasing gripens at all) till the date of the end of the control... Last edited by rumcajs; 1st September 2009 at 19:30.
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#147
2nd September 2009, 11:55
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One indicator as the average MTBF does exceed normal in air sorties time it can mean he both had available jets for missions but afterwards it was sent to service. But for how long? The document doesn't seem to say how many hours was spent on service ? I also wonder if that stats includes the scheduled on-job training which includes intended service for training purposes. The SwAF support group showed the Czech techies how to service the aircraft so they would learn faster. Also seems we talked about two different issues, the document doesn't address the availability (jets ready for missions) but instead the service MTBF which can be very costly if it's hours upon hours to make sure jets is in fact ready the next morning. I do know the early 39C/D had several early down-periods for upgrades and fixes in the SwAF so naturally these stops and fixes would apply on the CzAF jets too being under the same umbrella. The 39C system was less than 3 years old from first-flight when the CzAF began to use it, a time more suitable for IOC than FOC perhaps but someone was in a rush to get them... With ADS Ed:18.9 it has been a much smoother ride.... not sure when it was installed but late 2006/early 2007 something like that. Last edited by signatory; 2nd September 2009 at 11:58.
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