Mikoyan-Gurevich MiG-19, Czechoslovak users

The Czechoslovak Air Force's combat potential was strongly boosted by the addition of the MiG-19P, MiG-19PM and the MiG-19S which were shown to their top commanders at Kubinka Air Base, in the USSR during late 1956. A deal was signed a year later thanks to which the type was supplied and licensed produced within Czechoslovak borders.
On 11th July 1957 the first group of Czechoslovak pilots and technicians went to the PVO's (Soviet Air Force) main conversion training centre at the time, located at Savasleyka Air Base, in the USSR, close to the city of Gorky (nowadays Nizhny Novgorod) where a manufacturing plant for the MiG-19 was.
In this initial group was Valstimil David, who was Aero's main test pilot, which received the license to locally produce the MiG-19S. Another component of the Czechoslovak group was Maj. Július Zvara who was appointed "customer's inspector" on the Gorky's Aircraft Factory delivery line and test flew every aircraft destined for Czechoslovakia. On 30th August 1957 Maj. Zvara reached the speed of Mach 1.4 (1.728,72 km/h - 1.074,18 mph) while flying a MiG-19P, becoming this way the first Czechoslovak pilot to break the sound barrier.
Later that same year, the first batch of 12 MiG-19S was delivered to Prague Kbely Air Base in crates. After being reassembled and test flown at the Kbely overhaul plant, all of them were delivered to the Czechoslovak Air Force between the 3rd and the 27th January 1958, with a single aircraft more which was delivered later and served as the pattern for the Aero S-105.
At the same time, 26 additional MiG-19Ps arrived at Prague Kbely and entered service between 27th January and 1st April 1958. All aircraft from those two shipments were assigned to the 1. stihaci letecký pluk (SLP - Fighter Aircraft Regiment) 'Zvolenský" which was based at Ceské Budejovice and the 11. SLP based at Zatec Air Base, both regiments being part of the 3. stihaci letecka divizie (SLD - 3rd Fighter Aircraft Division).
The licensed-built Aero S-105 was manufactured at Stredoceske strojírny, in Odolena Voda, from early 1958 (though some sources claim it was during late 1957 - something which we think it's not possible) until November 1961 and, with 104 exemplars manufactured, it equipped the whole 1. SLD which comprised the 4. SLP, based at Pardubice Air Base and began MiG-19 operations on 22nd March 1958, the 5. SLP based at Plzen-Line Air Base and the 9. SLP at Bechyne Air Base. It's thought that some few S-105s were exported to Egypt, albeit it's not confirmed.
The 40 MiG-19PMs ordered by the Czechoslovak Air Force started to arrive in late 1959. They were assembled and flown again between 17th November 1959 and 24th February 1961. These aircraft were also the longest serving MiG-19s with the Czechoslovak Air Force as they were retired on 2nd June 1972. Initially, the MiG-19PMs and their missiles, the RS-2-US air-to-air missiles were so secret and carefully guarded that even regimental commissioned officers could barely gain access to the hangars where missiles were stored.
Every MiG-19PM was assigned to the 5. SLP which became the last operator for the MiG-19 of every type in the Czechoslovak Air Force, collecting MiG-19s of all variants from other units as they were replaced by newer types. The last surviving MiG-19PMs not scrapped on site, were transferred to the Czechoslovak Air Force's reserve and moved to other bases.

Sources:
1. https://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-19#Variants

2. Midland Publishing - Mikoyan-Gurevich MiG-19. The Soviet Union's First Production Supersonic Fighter

3. Salamander Books - The Complete Book of Fighters

4. https://www.valka.cz/Mikojan-Gurevic-MiG-19S-kod-NATO-Farmer-C-t12470

Aero L-29, part three, Czech and East German users

The Aero L-29 was a jet-powered aircraft which featured a straightforward and simple design and construction. It used a mid wing with a T-tail arrangement. Wings were unswept and air intakes were placed at the wing roots. Undercarriage was reinforced and able of withstand considerable amount of stress. It was relatively unpowered but even yet, it showed many favourable characteristics in its flight performance, like handling ease. The primary flying controls were manually operated and both flaps and airbrakes were actuated using hydraulic systems.
Most of the aircraft were powered by the Czech-designed Motorlet M-701 engine which delivered 1960lb of thrust (8,7kN). Between 1961 and 1968 approximately 9250 engines were completed and no less than 5000 of them were destinated to the L-29. The student and the instructor were placed in a tandem layout underneath separate canopies with the instructor's position placed in a slightly position to better oversee the student. Both posts were provided with ejection seats which were interlinked to fire in a synchronised manner to avoid any possibility of mid-air collision between the two ejector seats.
During the mid 1990s many were sold to private owners to use them in the private civil sector with many technical changes like the removal of military related equipment such as gunsights, the replacement of avionics with western-made ones and so on.
As we said previously, the Aero L-29 was the main trainer of the Czechoslovak Air Force since the 1960s and it was kept in active use, together with the Aero L-39, until the mid-1990s when it was withdrawn from service and many of them were sold to private owners to use them in aerial shows. The type also served with the East-German Luftwaffe from the mid-1960s until the late 1980s when it was withdrawn from service.

Sources:
1. https://en.wikipedia.org/wiki/Aero_L-29_Delfín
2. https://en.wikipedia.org/wiki/Air_Forces_of_the_National_People%27s_Army
3. https://en.wikipedia.org/wiki/Czechoslovak_Air_Force

Aero L-29, Part two, Bulgarian and Czechoslovak users

Answering to a sizable requirement for a common jet-powered trainer that could be used by the nations of the Eastern-Block. Aero decided to bid with their own project with a view to suitably satisfying this demand.
On 5th April 1959 the first prototype, name XL-29, flew for the first time. It was selected to be the primary trainer for many Warsaw Pact countries so it was massly delivered from the 1960s onwards.
During the late 1950s the Soviet Air Force started to look for a jet-powered replacement for its piston engined trainers. Over time, the requirement study was widened towards an aircraft capable of overtaking many roles at the same time and could be easily adopted by many Eastern Block countries. Around the same time, Czechoslovakia had been also developing its own jet-trainer that would replace their propeller-powered trainers. To answer those demands, Aero developed a new aircraft, designed by engineers Z. Rublic and K. Tomas. Their work was centered upon a new design based on versatility that could carry the pilots through every stage of training programme as well as frontline duties.
The concept was to create an easy-to-build and easy to operate aircraft. Therefore both simplicity and ruggedness were stressed during development process, leading to the adoption of manual flight controls, large flaps and perforated airbrakes placed on the fuselage sides. Aerodinamically it was designed to be stable and docile. Thanks to that decission, the type was enviably safe. It was able to operate under austere situations such as take-off from grass, sand or unprepared fields. On 5th April 1959 the first prototype, named as XL-29 and powered by a Bristol-Siddeley Viper engine flew for the first time. The second prototype flew shortly thereafter and was powered by the Czech designed M701 engine, which was used subsequently in every L-29.
During 1961 a small pre-production batch was tested against the Polish PZL TS-11 Iskra and the Soviet Yakovlev Yak-30, which were the main rival submissions in the Warsaw Pact main trainer. Shortly after of the completion of the fly-offs, the L-29 was selected as a winner. According to some authors, that outcome caught by surprise to several observers. Regardless of the result, Poland chose to continue the development and production of the PZL TS-11 and the remaining Warsaw Pact and Eastern Block countries adopted the L-29 as their main trainer, under the agreements of the COMECON.
During April 1963 full-scale production of the L-29 started. A total of approximately 3600 exemplars were manufactured on an 11 year production run with some sub-variants being made like the L-29A Akrobat which was a single-seat aerobatics version, a dedicated reconnaissance variant, the L-29R with cameras installed in the rear cockpit position was developed but it was cancelled in 1965. A wide variety of optional armament could be installed in some models like a detacheable gun pod or a pod containing four missiles underneath the wings.
Regarding the drawing, the Aero L-29 was supplied to the Bulgarian Air Force during the 1960s and became its main trainer until the late 1990 when it was completely replaced. The L-39 commenced to replace the type during the late 1970s and for the late 1990s the L-29s was active only with the Aerobatic team.
It was also the main trainer of the Czechoslovak Air Force until it was replaced by the L-39. However, the type was kept in active service until the late 1990s. Apparently on 16th July 1975 a Czechoslovak Aero L-29 shot down a Polish civilian biplane trying to defect to the west.

Sources:
1. https://en.wikipedia.org/wiki/Aero_L-29_Delfín
2. https://en.wikipedia.org/wiki/Bulgarian_Air_Force
3. https://en.wikipedia.org/wiki/Czechoslovak_Air_Force

Mikoyan-Gurevich MiG-15UTI, part nine, Czechoslovak users and versions

The MiG-15UTI was also produced in some Eastern bloc countries. One of them was Czechoslovakia, which named them "Aero CS-102".
Back in the early 1950s an agreement was reached between the USSR and Czechoslovakia to manufacture the plane locally.
Production was undertaken by Aero Vodochody n.p. located in the town of Odolena Voda, close to Prague. Production started in July 1954 and lasted until January 1961 with 2013 exemplars having been manufactured.
It was an identical copy of the regular MiG-15UTI and therefore, it was powered by the Klimov RD-45F engine which gave 5005lb of thrust (22,26kN) and was armed with one 12.7mm (0.5in) UBK-E machine gun and could carry an additional 23mm (0.9in) NR-23 cannon placed under the nose. Additionally, it could carry up to 100 Kg (221lb) of bombs.
The Mikoyan-Gurevich MiG-15UTI-P was a single MiG-15UTI modified by the 1.Letecká Divizní Opravna (1st Aircraft Repair Division - if google translator can be trusted) located at the town of Ceské Budejovice, in the southern Bohemian region. It was unarmed and powered by the same Klimov RD-45F engine but it was equipped with the Izumrud RP-1 radar (which also equipped the MiG-17PF). The goal was to create an trainer aircraft with radar training capabilities. However, as the Aero L-29 was already rolling out of the factory, the project was deemed as unnecesary and redundant and was, therefore, discarded.

Sources:
1. https://forum.valka.cz/topic/view/22676
2. https://forum.valka.cz/topic/view/12489
3. https://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-15

Mikoyan-Gurevich MiG-15bis, Prototypes and rare versions

In this post we're covering many sub-variants, prototypes and dedicated versions of the Mikoyan-Gurevich MiG-15bis (excluding the MiG-15UTI which will have its series of own posts.
The MiG-15Pbis was a variant with just six exemplars built that featured a Torij radar mounted in a radome placed in the nose. It was armed with just the 37mm N-37 cannon to fit the radar equipment, just six of them were built with the first one being completed and flown on 23rd April 1949. It was built by the Moscow Aircraft Factory Number 155, in Moscow from converting a regular MiG-15bis. The remaining 5 were built by Kuybyshev Aircraft Factory Number 1 "Stalin", located at the Russian city of Kuybyshev in 1951. All six of them were used to train pilots in the usage of aircraft-mounted aerial-radars.
The MiG-15Rbis was a reconnaissance variant of the regular MiG-15bis. Three-hundred and sixty-four of them were manufactured by the Gorky Aircraft Factory Number 21, at Gorky, in Russia from 1951 to 1952. To incorporate the reconnaissance gear which consisted on a single AFA-BA/40 daytime camera, one gun was removed so it was armed with just the N-37 cannon and a single N-23 23mm cannon. It had a range of 1045km (649,33 milles) without external fuel tanks and it's worth mentioning that it differed from the Czechoslovakian version as this one was based on the MiG-15bis and the Czechoslovakian version was based on the regular MiG-15. It served with the VVS (Soviet Air Force), the Bulgarian People's Air Force (which, as we couldn't find a pic, the drawing should be considered as speculative) and the Cuban Air Force (which we also couldn't find a pic, so the drawing should be considered as speculative) performing low-level recon missions.
The MiG-15Sbis was a variant with integrated fuel tanks added into the wings in order to achieve a greater range. It had a range of 1200km (745.64 milles), it was produced in 1951 by the Saratov Aircraft Factory Number 22 in Saratov, Russia, which produced all 45 of them. It was armed like a regular MiG-15bis and only saw brief service with the VVS.
The MiG-15bis(ISh) was a ground-support variant. Only 4 of them were manufactured plus other 12 which were converted from the MiG-15bis. All of them were produced or converted by the Research Institute of Air Force for Aircraft Operations and Repairs in 1958. As it was intended for ground-support duties, it had an additional underwing hardpoint to carry a wide arrangement of bombs and/or air-to-ground rockets, apart of the traditional N-37 and NR-23 guns.
The MiG-15bisR was a recon variant locally produced in Czechoslovakia at the town of Kbely by Letecké opravny Kbely n.p.. Seventy-six of them were converted from regular MiG-15bis (or its Czechoslovak licensed version built by Aero) during a production period starting in 1960 until 1963.
As in its Russian counterpart, in order to fit the photographical equipment, it was underarmed with just one NR-23 gun.
Lastly, we have the MiG-15bisSB which was a ground-attack version also built and converted by Letecké opravny Kbely n.p. from either regular MiG-15bis or MiG-15bisR aircraft. Production started as late as 1968 and lasted until 1978 having manufactured 72 machines plus an unknown number of conversions. It featured hardpoints to carry a set of ground-attack rockets (most notably the LR-130 and the LR-55 rocket launcher) and up to six OFAB-100 bombs.
Most of them served with the Czechoslovak Air Force during the 1960s and the 1970s and, apparently, some of them were exported to Iraq where they served in the Iraqi Air Force, however, as we couldn't find any photo or pic whatsoever of the MiG-15bisSB under Iraqi colours, the pic should be taken as speculative.

Sources.
1. https://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-15
2. https://forum.valka.cz/topic/view/196279
3. https://forum.valka.cz/topic/view/196286
4. https://forum.valka.cz/topic/view/60332
5. https://forum.valka.cz/topic/view/196285
6. https://forum.valka.cz/topic/view/53557
7. https://forum.valka.cz/topic/view/60333
8. https://forum.valka.cz/topic/view/196279

Mikoyan-Gurevich MiG-15bis - Czechoslovak users

As Czechoslovakia became one of the USSR satellite countries, since the communist coup d'etat of 1948, their air force had been receiving Soviet made material since that year.
Therefore, during the years following the coup d'etat, both army and air force underwent several reforms and purges.
One of those, rather radical, reforms, fall back onto the air force as, in 1951 the 1st 2nd and 3rd Air Defence Districts of State territory were created, as well as the 15th Fighter Air Corps, which was equipped, almost entirely with either MiG-15, MiG-15bis or their Czechoslovak copies, Aero S-102 (which has already been covered in a previous post) and Aero S-103 (the Czechoslovak copy of the MiG-15bis) because, since 1948, they were replacing their fighters like the locally built Avia S.99 (a local copy of the Messerschmitt Bf.109G with a new engine), Supermarine Spitfires or De Havilland Mosquitoes.
The 15th Air Fighter Corps was comprised of 1st, 3rd, 5th and 166th Fighter Air Divisions. This last one, the 166th, became, in the late 1950s the 2nd Fighter Air Division.
The Aero S-103 was the license-built copy of the Mikoyan-Gurevich MiG-15bis. It was manufactured by Aero Vodochody n.p., at Odolena Voda, Czechoslovakia, where around 620 exemplars were manufactured.
Both the MiG-15, the MiG-15bis and their Czechoslovak copies equipped the Air Force of Czechoslovakia from the early 1950s until the mid-to-late 1950s when they were replaced with the more capable MiG-17. Some of them were exported to Arab countries like Egypt and Syria where they saw action in the Suez Crisis. Some outdated MiG-15bis were retained by training units and used as advanced trainers, which could be identified by the blue bands painted on the fuselage.
In 1968 around 75 old MiG-15bis were reconverted into ground-attack airplanes, equipping them with either bombs or air-to-ground missiles. Some of these are known to have been sold to Iraq, which incorporated them into their air force in the early 1970s, however they didn't seem to be very successful since the available data about them is rather scarce. They were named as MiG-15bisSB.
One dogfight between two Czechoslovak Aero-103s and two American F-84E Thunderjet took place on 10th March 1953 over the village of Merklín, in the Czechoslovak Bohemian region when the Czechoslovak Air Force detected two American F-84E Thunderjet fighters flying above Czechoslovak soil. The Czech pilot Jaroslav Srámek shot down one American Republic F-84E Thunderjet belonging to the 53rd Fighter-Bomber Squadron, 36th Fighter-Bomber wing and repelled the other. The American pilot, Lt. Warren G. Brown, managed to eject from the aircraft which crash-landed in West-German territory, approximately 35km (22mi) from the border, and survived.

Sources:
1. https://en.wikipedia.org/wiki/Czechoslovak_Air_Force
2. https://forum.valka.cz/topic/view/53180
3. https://forum.valka.cz/topic/view/196279
4. https://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-15#Other_events
5. https://en.wikipedia.org/wiki/Air_battle_over_Merklín
6. Salamander Books - The Complete Book of Fighters