Tag: aviation

Aviat Husky — Backcountry Modern

Posted on by Kevan V
Husky A-1A at Breclav
A Husky A-1A at Břeclav, Czech Republic in 2024.

Aviat Aircraft—Inheriting a Heritage

Afton is a small town in Wyoming, USA, with an aviation history that stretches back to 1939. Since its founding in 1991, Aviat Aircraft has kept Afton in the aircraft-building business.

In 1939, the Call Aircraft Company (CallAir) was established in Afton with the goal of designing and building touring aircraft. The company’s aircraft-building activities were delayed by the Second World War, and it operated as an aircraft repair facility for the duration of the conflict. CallAir designed and produced a small number of utility and agricultural aircraft from the late 1940s to its dissolution in 1962.

The Intermountain Manufacturing Company (IMCO) was formed in 1962 to purchase the CallAir assets and continue production of the CallAir A-9 agricultural aircraft. In 1966, IMCO was purchased by Rockwell-Standard, and production of the A-9 was moved in 1967 from Wyoming to Georgia, where it was continued by Aero Commander, a subsidiary of Rockwell-Standard.

By the early 1970s, the former CallAir and IMCO facilities were occupied by Aerotek, a partnership of Herb Anderson (former designer and engineer at CallAir), Doyle Child, and legendary aerobatics pilot Curtis Pitts. Pitts had received FAA certification for serial production of his very popular Pitts Special aerobatic biplane in 1971 and granted Aerotek a licence to produce it. Pitts and Child purchased Anderson’s shares in the company shortly thereafter. In 1977, Pitts sold his remaining interest in the company to Child and retired.

In 1983, Doyle Child sold the Pitts Special to Frank Christensen. Christensen had previously attempted to purchase the aircraft rights to the Pitts Special but was unable to reach an agreement with Curtis Pitts. In response, Christensen designed his own aerobatic biplane and, in 1972, founded Christen Industries to produce it in kit form as a homebuilt aircraft. Known as the Christen Eagle, the aircraft enjoyed great popularity.

With the purchase of the Pitts Special and other Aerotek assets, Christensen moved his aircraft-building operation from Hollister, California, to Afton in 1984 to take advantage of the larger facilities, skilled workforce, and lower operating costs available there. This move proved timely, as FAA certification for series production of the Christen Eagle had already been granted.

Husky tailart Breclav
Some name appropriate tail art on a Husky A-1A at Břeclav, Czech Republic in 2024.

The early 1980s saw demand for aircraft such as the Pitts Special and Christen Eagle decline as monoplane aerobatic aircraft made of modern materials gained popularity. In response, Christensen looked for another aircraft to produce to offset the shortfall. Initially, he attempted to purchase the production rights to older, discontinued aircraft—such as the venerable Piper PA-18 Super Cub—but was unable to reach an agreement on price.

Unable to acquire the rights to an existing design, Christensen undertook the design of a completely new aircraft, which became known as the A-1 Husky.

The Christen A-1 Husky first flew in 1986 and has the distinction of being one of the few fully new light aircraft designs to be put into series production in the USA during the latter half of the 1980s. Designed as a short takeoff and landing (STOL) aircraft, it was ideally suited to bush flying and difficult-to-access backcountry areas. The aircraft was a success from the outset and remains popular to the present day.

Aviat Aircraft purchased Christen Industries in 1991 and has continued to develop the Husky, ensuring that the aircraft remains viable and popular while keeping Afton’s aviation heritage alive.

Let’s spend some time with the Husky:

Piper Super Cub at Berlin-Gatow
The Piper PA-18 Super Cub heavily influenced the A-1 Husky design. This one is seen preserved at Berlin-Gatow, Germany in 2016.

The Super Cub Meets the Computer

Design work on the Husky began in 1985. Frank Christensen brought Herb Anderson onboard to assist in the design process.

The impetus for the Husky was to give Christen Industries an aircraft that could keep the company in business—it was about survival rather than risk-taking. Part of mitigating that risk was turning to established designs, such as the Piper Super Cub, rather than pursuing a clean-sheet approach.

Another aspect of Christensen’s risk mitigation was identifying a niche in the light utility aircraft market. Located in a geographic region known for wide-open spaces and spectacular, but difficult-to-access, locales, Afton provided Christensen with direct exposure to the needs of pilots who regularly flew in the backcountry of Wyoming and its bordering states. At the time, most aircraft used in backcountry flying were older designs that were showing their age and in need of replacement.

The combination of seeing a clear niche to be filled, but being unable to secure the licence to produce a proven design, led Christensen to follow the Super Cub closely when designing the Husky. The Super Cub dated to the late 1940s, but it was a formula that worked.

An additional area of risk reduction—as well as cost-cutting and time-saving—was the use of computer-aided design (CAD) technology. While CAD was not new to aviation, the Husky was one of the first aircraft of its class to be designed using a computer.

The measures Christensen took to minimize risk and save costs resulted in the Husky having a remarkably short development time between the start of design in 1985 and its first flight in 1986. FAA certification was granted in 1987.

The end result was an aircraft that echoed the trusted looks of the Super Cub but was a very different—and completely modern—beast under the skin.

Husky a-1 at Brno 2022
A Husky A-1 at Brno, Czech Republic in 2022.

Ascent from the Doldrums

The 1980s and early 1990s were a difficult time for aviation in the USA. General aviation was particularly hard hit, with the sector’s fortunes taking a sharp downturn from the lofty market peak reached in the late 1970s.

A number of factors combined to create this downturn and keep it in place for more than a decade. Key factors included:

Early 1980s recession — The early 1980s were marked by a severe economic recession in many parts of the world. Inflation rates reached double digits in many countries, unemployment was high, and people’s spending power was low.

Iran–Iraq War (1980–1988) — This conflict erupted shortly after the Islamic Revolution in Iran from 1978 to 1979. Together, these events contributed to greatly inflated fuel and oil prices in the USA and many other countries due to reduced oil production in both Iran and Iraq.

Product liability laws in the USA — Product liability conditions as they existed in the 1980s forced legendary manufacturers such as Beech, Cessna, and Piper to discontinue production of many of their single- and twin-engine piston aircraft for a number of years. Rising liability costs were driving aircraft prices out of the market.

Declining public interest — The economic realities of the 1980s forced many people out of general aviation in favour of more affordable pastimes. At the same time, urban sprawl brought airports and populated areas closer together, making aircraft a more pervasive presence. Many people grew tired of aircraft noise and wanted to see fewer of them.

Operational restrictions — In 1981, more than 11,000 striking air traffic controllers (ATCs) in the USA were fired by the Federal Aviation Administration (FAA) for disobeying a back-to-work order. This created a critical shortage of ATCs nationwide, and aviation activities—particularly general aviation—were subject to restrictions to control the flow and volume of air traffic until sufficient new controllers could be hired and trained.

The recession had begun to ease by 1985, but manufacturers remained very cautious. Most new developments in general aviation during the decade focused on modernizing avionics and other internal systems. Where airframes were concerned, manufacturers largely concentrated on incremental improvements to existing models rather than designing new aircraft. Meaningful change did not occur until the General Aviation Revitalization Act (GARA) was signed into law in 1994. One of GARA’s most important effects was the introduction of more reasonable product liability conditions, allowing manufacturers to bring piston-driven aircraft prices back within reach.

Husky A-1 cockpit
Husky A-1 cockpit at Brno, Czech Republic in 2022.

With its certification attained in 1987, the Husky was perfectly positioned to take advantage of the easing recession and begin filling the niche it was made for—and then some. Backcountry pilots took to the Husky immediately. The classic and trusted shape of the Super Cub, combined with modern design and materials, was a difficult combination to resist.

Pilots found a reliable aircraft with excellent STOL and low-speed handling that could easily access remote areas. As expected of a bushplane, the Husky could be fitted with floats, skis, or large tundra tires in place of its standard landing gear.

The Husky was also well thought out in terms of accessibility. The engine cowls were designed to provide full access to the engine, and inspection panels were strategically placed to allow access to critical internal structures without undue dismantling of the aircraft.

Ergonomics was another area where the Husky stood out. While the cockpit layout followed the general arrangement of the Super Cub, it was significantly more comfortable and roomy. Considerable attention was paid to pilot and passenger comfort, especially for long-distance flying.

As the 1980s gave way to the 1990s and the GARA reforms were put into place, general aviation in the USA began to experience a renaissance. The Husky demonstrated its versatility during this period, performing well in roles beyond the bush-flying niche.

Between its introduction in 1987 and 2008, more than 650 examples of the Husky were sold, making it a bestseller in its class during that period.

Husky gliuder tug at Brno
A Husky A-1 fitted for glider tug duty at Brno, Czech Republic in 2022.

The Husky at Work and Play

As a utility aircraft, many of the qualities that make the Husky a great bushplane also make it an excellent platform for other practical tasks.

The Husky has proven to be a very capable machine in areas such as wildlife management, pipeline inspection, border patrol, banner towing, aerial photography, forestry, and agriculture.

The Husky has a very good thrust-to-weight ratio, allowing it to carry a respectable amount of weight for its size. It is also a very fuel-efficient aircraft, with a range that makes it suitable for cross-country flying.

On the recreational side, the Husky makes an excellent sightseeing aircraft and has adapted well to glider towing.

By most accounts, the Husky is an enormously fun and rewarding aircraft to fly and is highly customizable through a wide range of options offered by Aviat.

Husky on floats at Zeltweg 1
A Husky A-1B fitted with floats at Zeltweg, Austria in 2022.

A Look at the Husky Pack

As of early 2026, the Husky family contains six members. The main differences between variants are gross takeoff weight, engine options, and wing design.

Husky A-1

The A-1 is the original Husky as certified in 1987. It came equipped with a 180-horsepower Lycoming O-360 engine and had a gross takeoff weight of 816 kilograms (1,800 pounds).

Husky A-1A

Introduced in 1998, the Husky A-1A featured a different version of the 180-horsepower Lycoming O-360 engine and an increase in gross takeoff weight to 857 kilograms (1,890 pounds). In addition to being able to carry a larger load than the A-1, the A-1A had a door added to the right side of the fuselage, providing improved access to the baggage area behind the rear seat.

Husky on floats at Zeltweg 2
A Husky A-1B at Zeltweg, Austria in 2022.

Husky A-1B

The Husky A-1B was introduced alongside the A-1A in 1998. It was equipped with the same Lycoming O-360 engine as the A-1A but also offered the option of a fuel-injected, 200-horsepower Lycoming IO-360 engine, along with a wider selection of propeller options. The gross takeoff weight of the A-1B was 907 kilograms (2,000 pounds).

An important development came in early 2005 with the introduction of a new wing design. The new wing featured longer flaps and ailerons that were shorter and broader than those of the original design. The larger flaps further improved the aircraft’s already strong STOL performance, while the redesigned ailerons provided better roll control. All A-1B aircraft built from early 2005 onward, as well as the subsequent A-1C model, were fitted with this new wing.

Husky A-1B-160 Pup

This is a very rare member of the Husky family, with only 12 examples known to have been built. The initial version, introduced in 2003, did not feature flaps, while a flapped version was introduced in 2005. It was powered by a 160-horsepower Lycoming O-320 engine and had the same 907-kilogram (2,000-pound) gross takeoff weight as the standard A-1B.

Husky A-1C

The Husky A-1C was introduced in September 2007 and was made available in two standard versions:

  • Husky A-1C-180 — Equipped with a 180-horsepower Lycoming O-360 engine and a gross takeoff weight of 998 kilograms (2,200 pounds).
  • Husky A-1C-200 — Equipped with a fuel-injected, 200-horsepower Lycoming IO-360 engine and a gross takeoff weight of 1,021 kilograms (2,250 pounds).

The A-1C is often referred to as the “modern” Husky, as Aviat made numerous changes—particularly in the cockpit—when it was introduced. The aircraft features modern digital avionics, resulting in an instrument panel dominated by multifunction displays rather than analogue gauges. The already good ergonomics were further improved with more comfortable seats offering a greater range of adjustment.

The A-1C also introduced a quickly removable rear seat and control stick, freeing that space for additional cargo.

Husky A-1 at Brno 2022
A Husky A-1 at Brno, Czech Republic in 2022.

The Husky Today and Learning More

As of early 2026, the Husky remains very much in production and fully supported by Aviat. It is the company’s flagship product.

Over the years, the Husky has built a reputation as a rugged and trouble-free aircraft that retains its value well and remains popular on both the new and second-hand aircraft markets.

A significant factor in the Husky’s strong resale value is the wide range of options and customizations offered by Aviat. Each aircraft can be equipped at the factory to suit an individual pilot’s needs and preferences. It would not be an exaggeration to say that this flexibility is a dividend of the decision to use CAD technology during the aircraft’s original design. CAD allows for a level of accuracy and consistency in both design and documentation that traditional methods could not achieve, making it cheaper, easier, and more efficient to update and modify the aircraft over time.

The Husky’s popularity should ensure it enjoys a practical lifespan comparable to that of the legendary Piper Super Cub on which it was based.

If you want to see a Husky in action, your best bet is to travel to the backcountry areas it was designed for. While the aircraft has been widely exported, regions such as Alaska and remote bush areas of Canada and the continental USA are where the Husky sees its greatest popularity.

To learn more about the Husky, a good first stop is the official Aviat Aircraft website, which provides extensive information not only about the Husky but also about the Pitts aerobatic biplanes that Aviat continues to produce and support.

A video walkaround and interview with a Husky pilot can be found on the Skywagon University YouTube channel. At roughly 20 minutes in length, it is quite informative.

A very detailed and informative write-up on the Husky and its development can be found on the High Sierra Pilots website.

The rugged and resilient nature of the Husky is also well illustrated by an aircraft that later joined the Red Bull fleet. Prior to Red Bull’s acquisition, the aircraft spent a decade operating in Fiji. The saltwater environment took a significant toll, and the aircraft required a full rebuild before it could be added to Red Bull’s flying collection.

Let L-23 Super Blaník – Good Gets Better

Posted on by Kevan V
L-23 taking off at Brno, 2025
An L-23 goes aloft at Brno, Czech Republic, in 2025.

Feeding the Flame of Success

The Let aircraft company is one of the younger players in Czech aviation history. Founded in 1936 in Kunovice as a division of the much older Avia company—which itself was then a division of Škoda Works—Let quickly found its place in the industry.

Following the Second World War and Socialist take over of the former Czechoslovakia, Let was nationalised. This allowed the company to become a designer and manufacturer of its own aircraft rather than producing for others.

Let is still based in Kunovice, in the southeast of the Czech Republic. Since 2022, it has been under the ownership of the Prague-based Omnipol Group, a major importer and exporter of defence and aviation products in both the Czech Republic and the former Czechoslovakia.

Despite its relative youth among Czech aircraft manufacturers, Let has given the small nation some of its most successful designs. Chief among them is the L-13 Blaník sailplane.

The L-13 was a resounding success at home and abroad. It was widely exported and over 3,000 were built between 1958 and 1978. This makes it the most-produced sailplane of the post–Second World War era, and one of the most-produced sailplanes in history.

Only a few years after L-13 production ended, momentum grew to create a new and improved version to carry the Blaník legacy forward.

That improved aircraft would take shape as the L-23 Super Blaník, let’s spend some time with it:

L-23 after landing at Brno in 2024
L-23 just after landing. Brno, Czech Republic, 2024.

Striking Hot Iron

By the mid-1980s, there was strong interest in reviving sailplane production at Kunovice

For Let, it was a matter of staying active in the sailplane business. The company had other aircraft, but the L-13 Blaník had been its only glider design in several years, and production of that type had ended. Given the great success of the L-13, it was certainly in Let’s interest to build on it and maintain its reputation in that sector of aviation.

Other forces pushing for an improved Blaník included Omnipol and Svazarm. At the time, Omnipol held a complete monopoly on the import and export of aircraft in Czechoslovakia. The L-13 had been a highly reliable product for them, generating many satisfied customers, so it was very much in Omnipol’s interest to have an updated version to offer.

Svazarm, which existed from 1951 to 1990, was an organisation that promoted cooperation between the civilian population and the military. It provided military-style training in a number of disciplines, including flight. The L-13 was a major training type within Svazarm, and the organisation also encouraged development of an improved variant.

L-23 in flight over Brno, Czech Republic in 2023.

A Tall Order

Improving on the L-13 Blaník was no easy task. It was an immensely popular aircraft with many advantages.

At its heart, the L-13 was a training glider of primarily metal construction, renowned for its resilience to hard landings and other novice pilot mistakes. It also had a semi-retractable main landing wheel that helped protect the fuselage if a pilot forgot to lower it before landing.

The L-13 was also known for its affordability and cost-effectiveness. As fibreglass and other high-maintenance composite materials became the norm in sailplane construction, a simple, tough, metal design like the Blaník still had strong appeal.

Whatever changes were made, what made the Blaník the Blaník had to be preserved.

In the spring of 1986, a team was assembled to design and produce the improved version. The new variant first flew in May 1988 and entered full production in 1989 as the L-23 Super Blaník.

L-23 at Breclav in 2022
An L-23 at Břeclav, Czech Republic in 2022. This shows both the metal construction the L-23 shared with the L-13 and the changes that set the L-23 apart.

Building a Better Blaník

As with the L-13 before it, the L-23 was primarily of metal construction and retained the semi-retractable main landing wheel. The main areas of improvement, aside from handling, were ergonomics, safety, and weight reduction. These goals drove substantial redesigns of the tail, forward fuselage, and wings.

Tail redesign

The tail was completely reworked. The vertical fin was swept back, and the horizontal stabiliser was moved from the base of the fin to the top.

This higher position made the stabiliser less vulnerable to damage during rough-field landings. It also allowed the component to be built as a single piece, simplifying both its construction and its attachment to the aircraft.

Another improvement at the tail was replacing the L-13’s metal skid with a swivelling tail wheel, making the aircraft far easier to handle on the ground.

L-23 landing at Breclav in 2022.
L-23 landing at Břeclav, Czech Republic in 2022.

Wing redesign

The L-23’s wing was also substantially changed. Designers deleted the wing flaps, which the L-13 had but were rarely used in practice. This made the L-23 wing lighter and simpler, though the trade-off was reduced aerobatic capability compared to the L-13. However, the modifications improved handling at higher speeds.

The large metal wingtip skids of the L-13 were replaced with much lighter fibreglass structures containing small wheels. Like the tail wheel, these improved ground handling.

Later-production L-23s could also be fitted with optional wing extensions, which improved efficiency and glide performance.

Forward fuselage redesign

Up front, the focus was on pilot comfort and visibility.

The cockpit was slightly roomier than that of the L-13, with improved seating, including a seat that could be ballasted to compensate for lighter pilots.

The canopy and sill were redesigned to extend farther downward than the L-13’s, giving the pilot better outward visibility. Later-production aircraft also featured reduced canopy framing, which improved visibility further.

The canopy was divided into two sections: the front hinged sideways, and the rear hinged upward and backward. This made the sections lighter and easier to manage, and also made entry and exit from the rear seat more convenient.

L-23 rear aspect, Brno 2020
Rear quarter view of an L-23 at Brno, Czech Republic in 2020.

The Super Blaník’s Place

While the L-23 Super Blaník was every bit as rugged a trainer as the L-13, it never achieved the same production run. About 300 L-23s were built between 1989 and 2007.

A major factor in the smaller number was the fall of socialism in Europe in 1989, which brought financial challenges and ownership changes to Let.

Additionally, by the time the L-23 reached the market, more modern sailplanes were available. The L-23 was a worthy heir to the L-13, but ultimately it was a modification of an older design, and flying clubs often chose newer models when budgets allowed.

Even so, the L-23 has enjoyed popularity with those who fly it, and it has been exported to roughly 30 countries. Among its operators is the United States Air Force Academy, where it is known as the TG-10B Merlin.

The L-23 also gave something back to the Blaník family. In the late 1990s, the concept of an aerobatics trainer within the lineage took shape. The result was the L-13AC, which first flew in July 1997. It inherited some of the L-23’s modifications: its wing was a shortened, modified version of the L-23’s, and it shared the L-23’s forward fuselage, though with a one-piece canopy.

L-23 at Brno, Czech Republic in 2017.

The L-23 Today and Learning More

With about 300 built and exports to some 30 countries, the L-23 remains a workhorse, and many are still flying today.

Since 2014, the type certificates for all Blaník-family aircraft have been held by the Prague-based Blaník Aircraft company. As such, ongoing support remains available to keep the type in the air for years to come.

Nostalgia also plays a role in keeping the Blaník family alive. Many pilots around the world learned to fly in an L-13 or L-23 and hold fond memories of them. Within the sailplane community, these aircraft are very much considered “classics.”

To learn more about the L-23 and its place in the Blaník lineage, a good first stop is this article on the Orlita.net website. It covers the entire aircraft family in detail; the L-23 specific part starts halfway down the page. It’s all in Czech, but responds well to online translators.

Břeclav Air Day – 2025 Edition

Posted on by Kevan V

June 21 and 22 of 2025 saw the annual Letecký Den (Air Day) event at Břeclav, Czech Republic take place.

It was a great show, the weather could not have been better and there was a good amount of variety and action to take in.

The show had some of the regular performers as well as some newcomers to keep things fresh

Here’s some of my pictures for the Saturday show:

Pardubice Aviation Fair – 2025

Posted on by Kevan V

The Pardubice Aviation Fair is an annual event that takes place in Pardubice, Czech Republic. the 2025 edition of the show took place on June 7 and 8. I attended the June 7 show.

It was a pleasantly varied show with a lot of vintage aircraft with some modern in the mix.

We had scattered rain throughout the day, so photogaraphy was a challenge, but I managed to get some presentable shots.

Čáslav Base Open Day, 2025

Posted on by Kevan V

On May 17 of 2025, the Czech air force base at Čáslav hosted its Day of Open Doors event.

The mostly overcast and windy weather, along with higly variable lighting conditions, made photography a challenge to say the least.

In spite of the challenges, it was a good show and I’m happy I went to it.

Here’s a few images from the day:

Letov Š-1 and Š-2 – Domestic Defenders

Posted on by Kevan V
Letov S-2 at kbely 1
A Letov Š-2 preserved at the Kbely aviation musum in Prague, Czech Republic

Wings of Self-Sufficiency

The Czech Republic has a long and rich aviation history that reaches back to the early days of flight and predates the independence of former Czechoslovakia from Austria-Hungary in 1918.

The newly emergent nation had a ready and able talent pool of highly skilled professionals from a variety of technical disciplines and hit the ground running from the moment it was established as a free and sovereign state. This should come as no surprise as Czech and Slovak technical prowess was a driving force behind much of the Austro-Hungarian Empire’s industrial and military might.

The Škoda Works of Plzeň, for example, was founded in 1859 and was the largest arms manufacturer in Austria-Hungary at the outbreak of the First World War. Another example was the Vítkovice iron and steel mill established in Ostrava in 1828. Vítkovice was the most important iron and steel producing facility in Austria-Hungary as well as being a major producer of armaments for the empire until the end of the First World War.

As Czechoslovakia was a fully landlocked nation, it should also come as no surprize that developing a domestic aviation industry was an early priority. Letov was founded in 1918 and was the first Czechoslovak aviation company.

Initially founded as Air Arsenal, a state run repair and servicing facility for the foreign aircraft that made up the Czechoslovak army’s aviation arm, Air Arsenal quickly came into its own as a designer and manufacturer of aircraft. Air Arsenal was renamed to Main Aviation Workshops before the Letov name was finally put on it in the mid 1920s.

Letov was a strong performer in the interwar period with a prolific output of aircraft designs in both civilian and military categories.

As with all companies in the former Czechoslovakia in the Second World War, Letov was forced to support the German War effort. The company was used as a repair facility for Geman military aircraft and a production facility for the Junkers Ju 290 aircraft.

The last aircraft fully designed and built by Letov was the LF-107 Luňák glider which first flew in 1948. After the Communist takeover of the Czechoslovak government in 1948, Letov was tasked strictly with producing components for aircraft made by other manufacturers.

Letov still exists today and has been a subsidiary of French based Groupe Latecoere since 2000. Currently, Letov makes components and structures for civilian aircraft from Airbus, Boeing, Dassault and Embraer.

Letov can lay claim to the first domestically designed and mass produced Czech military aircraft, The Letov Š-1. The Š-1 first flew in 1920 and was followed soon after by the updated Š-2 version.

Nearly 100 examples of this aircraft family were built and stood as testament that the new nation was capable of supplying its military with a competent, homegrown aircraft to defend its skies.

Let’s spend some time with the Letov Š-1 and Š-2:

A Letov Š-2 preserved at the Kbely aviation musum in Prague, Czech Republic.

Getting off the Ground

The Letov Š-1 did not have an easy start, and could easily have never existed at all if sceptics in the Czechoslovak military had their way.

In the formative years of the Czechoslovak military air arm, there was a great deal of debate regarding the ability of domestic aircraft companies to supply aircraft to the military that were competitive with foreign designs.

The military favoured foreign suppliers, particularly France. The French government and French aircraft companies were quite eager for the opportunity to supply aircraft to the Czechoslovak military. In fact, a number of French aircraft types served in the nation’s military in the interwar period; examples included the SPAD VII and XIII fighters along with a fleet of Bloch MB.200 bombers that were license built in Czechoslovakia by the Aero and Avia companies.

In the face of military scepticism, the various domestic aircraft producers rose to the challenge and began designing aircraft that would serve military interests.

There was a lot of national pride on the line. The Czechs and Slovaks had just come out from under centuries of Habsburg rule and were eager to show the world that they were capable and competent of being a self-sufficient and modern nation in every aspect, including national defense.

Design work began on what would become the Š-1 in 1919, with the prototype taking to the air for the first time in April of 1920. The aircraft was intended to fill the light bomber and reconnaissance roles. Shortly after the first flight, the military ordered five aircraft for trial purposes.

In autumn of 1920, a more refined prototype was exhibited to an international audience in Prague. This served notice to the world at large that the aviation industry of Czechoslovakia was a competent one and not to be overlooked as a potential supplier of aircraft.

Soon after that exhibition, the Czechoslovak military placed an order for 50 of the new aircraft.

Letov S-2 cockpit
The pilot and observer stations of the Letov Š-2 preserved at the Kbely aviation musum in Prague, Czech Republic.

Not Perfect, but a Start

The new aircraft, initially designated as Šm-1, was an ambitious design for the time.

While it was a biplane, as was still common for the timeframe, the Šm-1 was constructed completely from wood. This contrasted with many of its contemporaries that still incorporated large areas of cloth covering on wood frame in their construction.

The fuselage of the aircraft was perhaps the most notable aspect of the design as it was made from molded plywood construction. It was a construction method most famously associated with the World War Two era DeHavilland Mosquito from Great Britain, but was very unusual in the immediate post World War One period.

While the molded plywood construction method gave the Šm-1 a strong fuselage that was more durable than traditional cloth on frame construction, it made the aircraft unpopular with ground crews and maintenance personnel. Repairing damage to the wooden fuselage was more complex and took longer than with the cloth on frame types the crews were more familiar with.

Pilots were also not fond of the aircraft as it had issues with directional stability, so was a challenge to fly. Despite several attempts by Letov to remedy the stability problems, they were never overcome.

In spite of the above problems, the Šm-1 and its descendants succeeded in showing that the Czechoslovak aircraft industry was up to the task of providing aircraft to the nation’s military that were of a modern standard.

Only the engines and armaments of the aircraft were of foreign origin. Early variants were fitted with a six cylinder Hiero engine of Austrian design, while later variants used a six cylinder Maybach engine of German origins. Both early and later versions featured a British designed Vickers machine gun for the pilot and a ring mount for a pair of American designed Lewis guns for the observer.

In the light bomber role, the aircraft could carry two 50 kilogram bombs or twelve 10 kilogram bombs. It could also be fitted with a camera for reconnaissance work.

The Šm-1 and its descendants formed a small family of aircraft comprised of two main variants, the engine fit being the main point of differentiation:

Šm-1/Š-1

The Šm-1 and Š-1 are the same aircraft. The difference came from a change in the Czechoslovak military designation system, where the Š-1 designation replaced Šm-1 in 1923.

These early versions of the aircraft were fitted with a six cylinder Hiero L engine of around 230 horsepower. A total of 28 examples of the Š-1 version were made.

Š-2

The Š-2 designation was used for later aircraft that were fitted with a six cylinder Maybach Mb.IVa engine of around 260 horsepower. The change of engines was due to the Hiero L engine being out of production and in very short supply. By comparison, the Maybach engine was plentiful and easy to accquire.

The Maybach engine brough a modest improvement in the aircraft’s performance, but came with its own set of drawbacks. The main issue was that the Maybach Mb.IVa was optimised for use on airships rather than conventional aircraft. To make it work on conventional aircraft, the engine needed a number of adjustments made that added further challenge to flying the aircraft, such as very sensitive throttle and carburetor controls.

A total of 64 examples of the Š-2 version built; fellow Czechoslovak aircraft company, Aero, license built 40 of them.

Letov S-2 at Kbely rear angle
A Letov Š-2 preserved at the Kbely aviation musum in Prague, Czech Republic. Note the alternate ski landing gear.

The Mind Behind the Machine

Alois Šmolík (1893-1952) was the man behind the design of the Letov Š-1. An aeronautical engineer and business man, Šmolík was the chief designer and technical director of Letov from its establishment until he left the company 1943.

Šmolík’s interest in aviation showed while he was still a student at technical school. He build his first glider in 1910 and his first powered aircraft in 1913.

He joined the military in 1913 and was wounded in late 1914 while serving on the Russian Front. After being wounded, he was reassigned to Vienna and tasked with organizing the design department of the Austro-Hungarian air force. He also spent some time building his knowledge of aeronautics through study at the Vienna Institute of Technology.

Šmolík returned home to Prague after the war and helped to establish the state run Aviation Arsenal, which would eventually be renamed Letov.

Under Šmolík’s watch, the company flourished and produced a remarkable number of aircraft types, some of them seeing significant production runs for the time period.

Aside of the Š-1 and Š-2, important Letov designs from the interwar period included:

  • Š-4: First flown in 1922, the Š-4 replaced French made SPAD VII and XIII fighters in Czechoslovak service. 20 were made.
  • Š-6: A bomber first flown in 1923, the Š-6 set a new altitude record for flying with a 500kg payload. It also set a national record for endurance flight at 10 hours and 32 minutes. 35 were made.
  • Š-16: First flown in 1926, this bomber design existed in several variants and was exported to Latvia, Turkey, and Yugoslavia. 89 were produced.
  • Š-18: First flown in 1925, the Š-18 was a training aircraft that was exported for military use to Bulgaria and Finland. The aircraft proved quite popular with private pilots and flying clubs as well. 46 were built.
  • Š-20: A fighter design first flown in 1925, it was used mostly by the Czechsolovak military with a small number exported to Lithuania. Approximately 118 were built.
  • Š-31: First flown in 1929, the Š-31 and its derivatives were fighters. Aside of Czechoslovakia, versions of this aircraft were used by the Slovak air force during the Second World War. They were also used by the Republican forces during the Spanish Civil War and the Spanish air force after the civil war. 33 were produced.
  • Š-39: A sport aircraft first flown in 1931, it was popular in flying clubs in Czechoslovakia. 21 were built.
  • Š-328: First flown in 1933 the Š-328 was a reconnaissance aircraft used by air arms in Bulgaria, Estonia, Germany, Romania as well as Czechoslovakia. It was used by both the Slovak air force and Slovak insurgent forces during the Second World War. Approximately 412 were made.

Alois Šmolík left Letov in 1943. As German occupation forbade any design and construction of Letov’s own aircraft in favour of the company servicing German needs, there was nothing to keep Šmolík there. He moved his family to Příbram, south-west of Prague, and spent the rest of his life in non-aviation related work there.

Letov S-2 nose
A Letov Š-2 preserved at the Kbely aviation musum in Prague, Czech Republic.

What Remains and Learning More

The interwar period was a time of remarkably quick advances in aeronautics. For aircraft from a newly established nation in that timeframe, the Letov Š-1 and Š-2 did well for themselves.

In spite of their shortcomings, nearly 100 were built and they served the Czechoslovak military from 1920 to 1926 before being gradually replaced by more modern domestic designs, such as the Aero A.12 and A.11.

Only one example of this aircraft family remains intact to the present, an Š-2 that is part of the excellent Kbely Aviation Museum collection in Prague, Czech Republic.

This specific aircraft was removed from service in 1926 and ordered to be scrapped in 1928. Happily, the aircraft was spared and taken into the collection of the Military Museum of the Czechoslovak Republic.

The aircraft was moved to the National Technical Museum’s care in 1935 and remained in their collection until it was transfered to the Kbely museum in 1979.

A large scale restoration of the aircraft began in 1983 and concluded in 2003.

Further Reading

To learn more about the Letov Š-1 and Š-2, a good start would be to visit the dedicated articles about the types on the Československé Letectví and vinar.cz websites. Both articles are written in Czech, but respond reasonably well to online translator functions.

You can also visit this page at the Czech Military historic Institute’s website. It contains general information about the Š-1 and Š-2 as well as more detailed information about the Š-2 preserved at the Kbely Aviation Museum. This article is also in Czech, but works well with online translator functions.