Aircraft light sport made in the Czech Republic. Aviation Museum Prague. Because we are "out there" - strangers and competitors

1. The museum was founded in 1968 on the territory of the historical military airfield in Prague - Kbely. It was the first Czechoslovakian airbase established in 1918. Currently, the museum has 275 aircraft in its collection.

2. This is what pilots of aircraft with an open cockpit looked like

3. Aircraft Morane Saulnier MS-230 ET-2, France, 1932

4. Wood glued multilayer screw, front edge reinforced with metal

5. Aircraft Avia Ba-122, Czechoslovakia, 1936. Aerobatics aircraft, multiple winner of various air shows

6. Czechoslovak pilots of the times of the First Republic between sorties. In hand, of course.

7. Fighter SPAD S-VIIC.1, France, 1916. A large number of these aircraft were purchased in France after the end of the 1st World War.

8. Aircraft Ae-10, Czechoslovakia, 1919 Aircraft mechanic at work.

9. Aircraft Avia Bk-11, Czechoslovakia, 1923

10. Aircraft De Havilland DH-82A Tiger Moth Mk. II, UK, 1931

11. The wing of a historic aircraft that flew Prague-Beijing in the 1920s.

12. Military transport aircraft LI-2, USSR, 1942, slightly modified American aircraft Douglas DC-3.

13. Training aircraft PO-2 (U-2) "Kukuruznik", USSR 1929. During the war it was used as a night bomber.

14. Fighter LA-7, USSR 1943

15. Attack aircraft IL-2M3, USSR 1942

17. Attack aircraft AVIA B-33 (IL-10 BEAST), Czechoslovakia 1951

18. Military transport aircraft Aero C-3a (Czech version of the German Siebel Si 204).

21. Avia S-199 fighter (Czech version of the Messerschmitt Bf 109G / K), 1946. After the 2nd World War, a large number of Messerschmitt Bf 109G gliders remained in Czechoslovakia, and the Avia factory redesigned them to install the Junkers Jumo 211D engine .

24. The Messerschmitt Me.262 "Schwalbe" fighter was the world's first serial jet aircraft, and the world's first jet aircraft to participate in hostilities. Under the brand name Avia S-92 and Avia CS-92, it continued to be produced even after the war in Czechoslovakia. The release of these aircraft became possible due to the fact that at the end of the war the Czech industry produced a complete range of fighter components, including its BMW and Jumo engines, although it did not collect the plane. On August 27, 1946, the first flight of the Czech S-92 took place.

L-410 UVP-E20 is a universal twin-engine Czech-made aircraft for local airlines, accommodating 19 passengers. Designed for operation on unprepared unpaved, grassy, ​​snowy areas, as well as on airfields with short runways (about 600-700 meters), which, in fact, makes it an aircraft in the off-road category. The first flight of the L-410 was made on April 16, 1969. The main customer of the aircraft was the Soviet Union. In addition, the L-410 was also supplied to Bulgaria, Brazil, Hungary, East Germany, Libya, and Poland. Despite the fact that the plant is located in the Czech Republic, it considers itself a part of the Russian aviation industry: the grounds for this were laid during its development and during its long history of operation. As of 2012, more than 400 L-410s are in operation worldwide.

Production site of Aircraft Industries in Kunovice, Czech Republic.
The Aircraft Industries plant, better known under the Let Kunovice brand, is located 300 km from Prague. The plant employs 920 people.
The enterprise manufactures the aircraft according to the full production cycle - it has its own lines for surface treatment of materials, paint and varnish production, a machine shop, assembly shops, a design bureau and an airport.

Workshop for the production of parts of the fuselage L-410. The enterprise is expanding and modernizing production - light green equipment is intended for the production of a new generation of aircraft L-410 NG (New Generation).
The production capacity of the plant is 16-18 new aircraft per year.
About 80% of aircraft are delivered to Russia. Over the past four years, 35 aircraft have been delivered to Russia.

Production of parts on a CNC milling center from the French company Creneau.

Cleaning parts before molding

Press molding

Punching press

Design documentation - drawing of the spoiler

Wing spar fabrication on a 5-axis CNC milling machine.
In the production, Russian duralumin produced by OJSC Kamensk-Ural Metallurgical Plant is used. The total share of components from Russia in the L-410 aircraft is about 15% - this is a legacy of the fact that the aircraft was developed by order of the USSR and with the participation of Soviet designers.

Wing panel production

Front wing assembly

Checking the quality of riveting on an aircraft wing

About 185,000 rivets of various types and sizes are used for one L-410 aircraft

Riveting work in the middle part of the fuselage

Installation of floor panels

Rear fuselage production

Manufacture of engine air intake part

Production of an air intake part for the CASA CN-235 aircraft within the framework of industrial cooperation.
The plant also cooperates with Boeing for the Boeing 787 aircraft.

Assembly conveyor of aircraft L-410 UVP-E20. It is located in one of the newest buildings of the plant, originally designed for the production of L-610.
In one half of the building there are two lines for the production of new L-410 aircraft, in the second half there is a workshop for servicing aircraft coming out of service.

At the same time, about 10 aircraft are in the assembly shop. The fuselage, wing, end tanks and tail unit come to the beginning of the line from the paint shop.
At the end of the line are aircraft undergoing flight tests and preparing to be shipped to customers.
Over the entire history of its existence, the plant has produced over 1150 aircraft of the L-410 family.
More than 850 of them were delivered to operators in the USSR.

The process of finishing the luggage compartment of the aircraft in the nose after the completion of the installation of electrical equipment

Assembling the emergency exit door

The nose of the aircraft with serial number 2915. The weather radar antenna is visible.
The forward luggage compartment doors are open.

Installation of avionics in the cockpit. Avionics traditionally include devices from Russian manufacturers

Installation of electrical equipment in the aircraft cabin

Installation of wiring harnesses

Installation of electrical wires on the wing of the aircraft in the area of ​​the engine nacelle

The AV-725 five-bladed propellers (Avia Propeller) together with the GE H80-200 engine make up the new power plant for the L-410 UVP-E20 aircraft. It has been installed since January 2013 on all new aircraft and is certified by EASA and the Russian AR IAC.
Young people in production are not uncommon, also due to the presence of their own vocational technical school on the territory of the plant.
The average age of the company's employees is 44 years.

Work on the GE H-80 engine carried out by a representative of GE Aviation Czech, Prague (former Walter plant).

The final assembly stage takes about 5 months - this is the most expensive part of production, so within its framework, engines, landing gear and all avionics are installed on the aircraft, where each individual unit can cost 100-250 thousand Euros.
The total duration of the aircraft production cycle from the production of the first fuselage components to the completion of flight tests takes a little less than a year.

The cockpit of the aircraft L-410 UVP-E20.
The aircraft is fully equipped for instrument flight, has an advanced ground proximity warning system EGPWS and TCAS II. The L 410 is designed in the metric system (not in inches), which is an exception in Western aviation.

This type of aircraft has been used for many years as a graduate for pilot training at the Sasovo Civil Aviation Flight School (Ryazan Region).

Pre-flight preparation. Stanislav Sklenarzh is the plant's chief test pilot.

Under the wing of the aircraft view of the river. Moravu and the city of Uhersky Ostrog

Aircraft L-410 UVP-E20 for French Guiana.
Aircraft for exotic countries often have a bright, memorable coloring.

Leaving with a turn
Practical ceiling - 8000 meters

Runway entry.
The L-410 aircraft can land both on a hard-surfaced runway and on grass, soil and snow. UVP in the name of the aircraft means the Russian abbreviation "Short Takeoff and Landing", which also recalls the Russian roots of the aircraft.

Castle New Svetlov (1480), Bojkovice.

The medieval Gothic castle Buchlov (XIII century) is located 10 km from Kunovice.
Buchlov Castle is one of the most beautiful castles in South Moravia, the southeastern region of the Czech Republic.

Velehrad Monastery (XIII century) is one of the main pilgrimage temples in the Czech Republic.
In 863 - 866 years. the Christian saints Cyril and Methodius lived and preached in Velegrad.

The prototype of the aircraft L-610M in Staroe Mesto, installed for viewing at the entrance to the city.

For all questions regarding the use of photographs, write to e-mail.

L-610 - swan song of the Czech aviation industry...

Trying to convince the fans of European integration in Ukraine, we see, is useless. Logical arguments based on scientific analysis do not work on them. For for them, Europe is a kind of fetish: everything is fine there, everything is perfect, and all the problems of Ukraine will be miraculously solved as soon as we also get there. And Petro Poroshenko, on the day of his inauguration, generally stated that "Ukraine's European choice is the heart of our national ideal."

Many of us like to rant about high technologies that supposedly will pour to us from Europe along with the golf stream of coveted investments. They remember our pride - the aircraft industry and the rocket and space industry.

But here's the problem. We are faced with the example of the former socialist countries of Eastern Europe - the Czech Republic, Poland, Romania, in which, after the collapse of socialism and joining the "family of European peoples", the once developed aircraft industry fell into a noticeable decline. For it flourished with abundant orders from the USSR, and in Europe its large-scale high-tech products were simply unnecessary - well, except for light sports airplanes and gliders that are produced by small firms; Yes, in addition, more components for Western firms.

So we have every reason to believe that our glorious aviation industry, already barely making ends meet, after the imposed break with Russia and possible entry into Europe, will completely die. And as a concrete example for our edification, we will cite the Czech Republic - a country with a long and noble industrial tradition.

Albatrosses were left without wings

In Czechoslovakia, the aviation industry originated, one might say, at the very dawn of aviation. Thus, Avia, a well-known company between the world wars, was founded in 1919. Its pre-war fighter Avia B.534, by the way, is considered by some to be the pinnacle of biplane fighter development. Equally old (1919) is the company Aero Vodochody, stationed in Prague's Vodochody district.

During the war years, the Germans concentrated on the territory of Czechoslovakia large capacities that supplied aircraft for the Luftwaffe. After the defeat of fascism, the Czechs continued to produce German aircraft for some time, then switched to licensed production of such outstanding Soviet aircraft as the Il-10, MiG-15, MiG-21.

L-39 Albatros

L-29 Delfin

"Albatross" in the 1970s became the standard training aircraft in all states of the Warsaw Pact, with the exception of Poland. The Poles, who were proud of their aviation industry, preferred their own PZL TS-11 Iskra trainer. However, the main buyer of the L-39, of course, was the Soviet Union - the Air Force and DOSAAF purchased 2 thousand units of such devices! Many of these machines, inherited from the USSR, are now operated by the Ukrainian Air Force.

After the fall of the Iron Curtain, in 1990, one L-39 arrived in England for the anniversary show "Battle of Britain", where it made a splash. In principle, this aircraft is technologically inferior to modern Western trainers, in particular the modernized British Hawks, but it is very attractive to poor third world countries due to its low price and simplicity. In the 90s, the Czechs tried to improve their famous car by proposing a new version equipped with a Western engine and avionics - L-139 Albatros 2000. However, things never went beyond the construction of a single prototype that took to the air in 1993. At the JPATS competition, announced jointly by the Air Force and the US Navy, he lost to the American Beech T-6 Texan II turboprop.

Perhaps the only major export success of Aero in the post-socialist period can be considered the delivery in 1993-1997 of 40 modernized L-39ZA / ART to the Royal Thai Air Force. In addition, the Czechs still sold old orders for the L-39 from Algeria and Egypt.

In the Russian Federation, L-39 aircraft are still in operation, but their fleet is steadily declining, incl. and because since the beginning of the 90s, the Czechs have been creating problems with the supply of spare parts. The L-39 will be replaced by the Russian Yak-130, which has recently entered service. This is an excellent new generation combat training aircraft, supersonic, equipped with the latest technology. And at the same time, it is relatively cheap compared to similar Western trainers (in 2011, the Yak-130 cost $ 15 million versus $ 21 million for the South Korean KAI T-50 Golden Eagle and more than $ 25 million for the Hawk or the Italian AleniaAermacchi M-346 Master).

However, the biggest fiasco for Aero was the project of the Aero L-159 ALCA light multi-purpose strike aircraft. This single-seat vehicle (there is also a two-seat version) has been created since 1993 on the basis of the proven L-39/L-59. Boeing specialists also participated in the work (the company initially had a 35% stake in the project). The new aircraft turned out, according to experts, excellent. It received modern NATO-standard avionics (including radar and a GPS navigation system) manufactured by leading Western firms.

However, only 72 vehicles were built - commissioned by the Air Force of the Czech Republic. Their deliveries began in 1999, and already in 2003, when the order was completed, there was a major reduction in the armed forces of the Czech Republic. To date, about half of the L-159 aircraft have been withdrawn from combat units and put into storage. The manufacturer unsuccessfully tried to promote its product to foreign markets. L-159 aircraft were offered, in particular, to Venezuela and Greece. As far as we know, even the machines that have become unnecessary for the Czech Air Force have not yet been sold.

The reason for the failure is obvious. The needs of the air force of the small Czech Republic are too small to organize a full-fledged serial production, NATO allies do not need Czech aircraft (they have their own!), And the country has closed the Russian market for itself. On the other hand, the Czech Republic itself closed itself to products of the Russian military-industrial complex, switching to the acquisition of Western military equipment instead of Soviet-made equipment.

As for the promotion to the markets of third world countries, the former success of the L-29 and L-39 there was largely due to the support of the USSR again. And the point is not only that the Soviet Union could “strongly recommend” this or that weapon system to its African and Asian allies. Another thing is important: in order for the world to become interested in an aircraft (tank, armored personnel carrier, missile, etc.), this model of military equipment must be successfully operated and combat use in the armed forces of large and authoritative states (Russia, USA, France, Britain, etc.). .P.). The acquisition of military equipment by such a state is the best advertisement for it. Therefore, it is important for the military-industrial complex of Ukraine to supply its products to Russia, and on this basis it would be possible to enter the markets of Asia, Africa and Latin America.

The Aero company now survives mainly by producing components for aircraft in other countries: for Boeing, Airbus airliners and the Brazilian company EMBRAER; cannon ports for F / A-18 Super Hornet fighters and so on. Such activities, of course, also have the right to exist, and the company can find such a market niche. That's just the cessation of the creation of their aircraft means the loss of the national design school ...

Without Aeroflot - nowhere!

Another landmark Czechoslovak aircraft was once well known to Soviet citizens. We are talking about a twin-engine turboprop passenger aircraft for local airlines Let L-410 Turbolet from Let Kunovice (Kunovice is a town in the vicinity of Uherske Hradiste on the border with Slovakia). By 1997, about 1,000 aircraft of this type were produced, of which up to half were acquired by Aeroflot. In 1997, their production was stopped.

L-410 Turbolet

These reliable cars are still flying today, having moved into the fleets of small airlines, including Ukrainian ones. In addition, about 50 L-410s at one time entered the armies of different countries - they were used as light transport, communications, training and even reconnaissance vehicles. One of the largest military operators of the L-410 was again the Soviet Air Force.

In the 90s, demand for products fell sharply, and the rate of assembly of the L-410 decreased from 50 cars per year to 2–5. In 2005, Let was renamed LET Aircraft Industries and attempted to relaunch the L-410 with the L-410UVP-E20 and L-420 variants. Their customers were a number of "old" operators and South American airlines, but the Czechs could not even dream of the former sales volumes!

The situation improved slightly after in 2008, 51% of the company's shares were bought out by the Russians - OJSC Ural Mining and Metallurgical Company (UMMC). Moreover, in 2013, UMMC acquired the remaining stake, becoming the sole owner of Let. In 2010-2012, the production rate increased slightly - up to 8-10, and now there are plans to bring it up to 16-18 aircraft per year. Also, however, not so hot ...

In the 1980s, Let designed based on the L-410 (its usual capacity is 15 passengers) a much larger and more powerful L-610 - 40-seat, with a pressurized passenger cabin (first flight - 1988). It could replace the old regional airliners of the An-24 type, but the coming era of the collapse of the USSR and military-political and economic associations (the Warsaw Pact Organization, the Council for Mutual Economic Assistance) put an end to the career of a promising machine. Sales turned out to be sluggish, sporadic; Thus, the Czech Air Force acquired only one L-610, and then decommissioned in 2007.

In the east of the Czech Republic, in Moravia, in the city of Zlin (at one time it was called Gottwald), there is still a company called Zlin Aircraft (also known as Moravan). It specializes in the construction of light aircraft, of which more than 5,000 have been produced since 1934. Interestingly, her Zlin Z-326 and Z-526 were portrayed by Messerschmitts in the epic film Liberation and the film Only Old Men Go to Battle. And its production volumes have fallen sharply since the early 90s, when the state-owned enterprise was transformed into a joint-stock company. During all this time, no more than 200 cars were produced.

In general, for the aircraft industry of the Czech Republic, the country's accession to Europe did not create a new market - but the old one was lost forever ...

Because we are "out there" - strangers and competitors

Proponents of European integration argue in the following spirit: they say, after integration into Europe, our industrial producers will reorganize, switch to European standards, raise the quality of products and then it will become competitive in the West.

It takes an incredibly naive person to believe in fairy tales about a free market, in which competitiveness is allegedly determined only by the quality of products at an affordable price.

Indeed, in a number of high-tech industries, Ukraine today, after more than 20 years of collapse and degradation, is still able to produce worthy products that are not inferior to Western counterparts, and at the same time cheaper. The trouble is that their access to Western markets by hook or by crook will be blocked by local monopolies using lobbies in parliaments and ministries and many other, by no means market levers of competition. This is especially true for the military-industrial complex, which is associated with almost all high-tech industries.

We remember how Ukraine's attempts to interest European NATO countries in the long-suffering An-70 failed. The Europeans, however, preferred to launch the program to create their Airbus Military A400M and intend to complete it, despite the considerable problems that have arisen that have postponed the adoption of this military transport aircraft for many years. But our An-70 is no worse. And in the case of mass production, it would cost half as much!

So, whatever one may say, it would be possible to save the An-70 only if this aircraft still began to be delivered in large quantities to Russia. However, after all the changes that have taken place and are currently taking place in Ukraine in its relations with Moscow, such a possibility now seems close to zero, so that the Ukrainian An-70 will, apparently, be given up.

And here is another fresh and vivid example from the relations between the Western allied states themselves. In the 2000s, the US Air Force announced a KC-X competition for a new tanker aircraft to replace the Boeing KC-135 Stratotanker, which had served quite well (since the 50s). Two cars entered the fight for the contract. First: the Airbus A330 MRTT (Multi-Role Tanker Transport) refueling transporter, which received the military designation KC-30 in the United States, and is jointly presented by the European concern EADS and the American company Northrop Grumman. His rival was the KC-46, created on the basis of the Boeing 767-200 airliner.

The competition turned out to be scandalous. In 2008, the US Air Force chose a "European", but the result was disputed by Boeing and a number of high-ranking US politicians. In the end, everything was outplayed in favor of the KC-46, and now it should go into service. Although in comparative tests, the KC-30 showed superiority over its competitor. For example, in the "truck" configuration, it is able to carry 32 standard 463L pallets against 19 in the case of a rival.

So what do you think: will the An-70 be able to press the product of the Aurbus concern in Europe or the new turboprop transporter Lockheed Marnin C-130J Super Hercules in the United States? The question, as it is customary to say in such cases, is rhetorical.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Small in its geographical size, the Czech Republic is one of the most developed European countries in the field of small aircraft. Curious facts: in total, there are more than 80 take-off sites in the country, there are airfields with a developed infrastructure, which are located on a territory that is 2 times larger than the entire Moscow region.

To fly in a private jet in the Czech Republic, you should contact AVIAV TM (Cofrance SARL).

Small aviation in the Czech Republic

Many future pilots prefer to study flight skills in the Czech Republic. Two types of specialized educational institutions operate here - a flight school (FTO) or a flight school (ATO). They can be used to obtain a private jet pilot's license according to EASA standards - an agency that standardizes both training and flights in the EU. Accordingly, having received a license in the Czech Republic, you can easily move around Europe.

Another advantage of this country is that it has a very good climate, allowing you to fly throughout the year. Thus, you can book a plane in the Czech Republic even in winter, when the air temperature here is from minus 5 to plus 5 degrees Celsius.

The landscape of this country is also curious: in the middle Czech Republic there are mainly plains, and in the north there are mountains. Accordingly, flights here can be very interesting and varied.

Order a plane in the Czech Republic

Small aviation services in the Czech Republic are provided by the broker AVIAV TM (Cofrance SARL).

Many years of experience, a wide base of aircraft and helicopters, excellent knowledge of Europe - that's why you should choose cooperation with Cofrance SARL.

How to book a plane in the Czech Republic? Without leaving your home or office! You simply call a broker or place an order on the website, then in a conversation with a personal Russian-speaking manager of the company, you discuss which aircraft or helicopter you need, the route of travel, the date of the flight, and the need for additional services. If you are in doubt about the aircraft model, the broker's consultant will definitely help you.

The Cofrance SARL database includes long-haul and short-haul aircraft, as well as helicopters. All cars undergo regular technical inspection and are ready to fly immediately after placing an order.

After you make your choice, the broker's employee will have to make sure that the selected aircraft is not busy - and you can hit the road.

Business aviation in the Czech Republic

Many business aviation aircraft are manufactured in the Czech Republic.

For example, an aircraft such as the Sonata, which is manufactured by Airsport, is very popular. The company is engaged in the manufacture of motor gliders, which are great for novice pilots. The company's most advanced model is the Airsport Song.

An excellent business jet is on the account of Let. This is a Let L-410. Interestingly, in the 80s of the twentieth century, the company developed the Let L-610 liner, but as a result, it is the L-410 aircraft that is being produced to this day.

Finally, it makes sense to mention the machine from AirLony - Airlony Skylane UL. This jet is a licensed copy of the Cessna 182 compact aircraft.

As for the prices for business aviation services, they range from 1,500 to 3,000 USD. per flight hour.

Business aviation in the Czech Republic is a great opportunity to improve the quality of travel. Fly with pleasure!

home » Goa » Aircraft light sport made in the Czech Republic. Aviation Museum Prague. Because we are "out there" - strangers and competitors