How pilot Novek turned off the power in Africa. Pbh legendary falcon

The first Czechoslovak command aircraft was the M-1 Sokol sports low-flying aircraft. Thanks to its quality, it found satisfied users even in western countries. In 1947, two falcons made propaganda flights around Africa. One of them crashed. The crew of the net erupted without hesitation, and the plane itself and the electric power station lost their knowledge.

The First Republic of Czechoslovakia was a great aviation industry. Our sports and touring aircraft could boldly compete with foreign competitors. For the sake of completeness, we just have to add that in the second half of the 1930s, we let the train run a bit in the military aviation segment.

In addition to large producers, ie Aero, Avia and Letov, there were also subjects of men. Such was the air factory in Choceň established in 1935 by a factory in the field of refrigeration, Jaroslav Mrz, and aircraft designer Pavel Bene. The first light civilian machines became the parquet of these smaller entities (Dallin from Zlin).

By the time the wolves broke out, the new Czech factory had been established in the sky, and its two-seat machines of the beta and bibi series were indelibly written into the history of the Czechoslovak sports aviation. During the years, Jaroslav Mrz opened a branch of his company in Slovakia. Here was the engaged constructor Zdenk Rubli, who got the Zobor I type on the beaten Bene’s Be-555 Super Bibi (Pavel Bene has not worked in Mrzovka since 1940).

Sokol z Chocn

After the first wave of births in 1945, Zdenk Rubli was named the national head of the Choceň race. He probably didn’t have much joy from that, as well as from the nationality itself. But he also held the position of chief designer, and so under his leadership work continued on the project, over which he began to consider riding wolves as a continuation of Zobor and Super Bibi.

Prototype M-1A Falcon with matrix

Prototype M-1A Sokol on a postcard

Nov chocesk M-1 Sokol was sold on February 9, 1946, he won the title of our first authorized aircraft. Two – digit prototype (later called M-1A) with seats next to each other was the founder of the Sokol series. The elegant lower half has a self-supporting all-wood construction, the wooden frame was covered with a hell. Characteristic was the so-called semi-retractable chassis, when the wheels moved down from the profile of the buckle (such a unit was easy to manufacture and also provided safe safety in the event of an emergency pistol). The Walter Minor 4-III inverted motor with a maximum power of 105 hp was used for propulsion. This successful engine also moved the production version of the falcon. No ada, let’s change the prototype M-1B with the Zlín engine Toma 4. The bag in the relay did not reach its power value in the tables (so 105 hp), and therefore it did not meet with nm.

In 1947, he saw the light of day first M-1C, that was what Sriov vroba expected. The main change compared to the prototype M-1A was the sixth seat behind the front two in the axis of the aircraft (so there was also a good glazing of the rear section of the cabin). Zdenk Rubli thus took advantage of the reserves in the load capacity of the machine and the power of the Walter engine and increased the weight of the machine for export, especially to the lower countries.

Type and latest version M-1D it was practically just a cover of the cabin. The bubble-shaped organic glass provided a glue, unobtrusive view of the absent frame.

Only in the prototype was created by building a sriov M-1D float version M-1E. For example, Finland, a country rich in lakes, stumbled with these machines. The floats with which the falcon was tested even came from here. The flight characteristics of the float did not burn, a relatively small water area was enough to take off and the aircraft could operate without problems in full occupancy by three people. Only the maximum speed fell from 230 km / h to 185 km / h. Perhaps in connection with our domestic political development after 1948, the Serbian production did not take place. The only piece produced was eventually sold to Finland.

It is worth noting the later right of some falcons for parautistic training. The classic falcon had a good time to cover the cockpit, and in this case it had to be pushed back – this is where the parautist performed during the flight. He just had to be careful not to hit the right side of the horizontal tail surface during the jump.

M-1C Sokol in Leteck

M-1C Sokol by Odeva Trenn

The production of the falcon was completed in 1950 and gave a total of 287 pieces, half of which were exported. They flew here in aeroclubs (later under Svazarm), but not only there.

Under the designation K-63 (K as kurrn) served in the Army and in the Air Force. And the protocol would be loaded with the logos of some national companies, which, with the help of small aircraft, ensured the rapid transport of their managers and salesmen, not this activity was taken over by the Aviation Air Taxi Department SA.

Dlkov and propaganda flights, competitions and records

Exports to the western countries were helped mainly by propaganda flights. They were first undertaken with the prototype M-1A in 1946, which visited, for example, Belgium, France and Great Britain. Then the countries of northern Europe came. Wherever the falcon appeared, it attracted the attention it deserved. The pilots who tried to fly through it could not take it. Their positive evaluation was also reflected in many reports in the local press. Orders just poured in.

Nejdel stage propagan flight performed type M-1C in a total length of 33 thousand kilometers and to the south of Africa, to go to it in a drill. He gave many years, though not a classic pedvdc, miles to Australia. One Australian customer bought an M-1C through a Turkish store. Stage pedvac flight from Croatia to Australia miles 23 thousand kilometers.

Hussar’s piece was given to the crew Koblek – Tichek on the M-1C in the French air race Galop d’Essai du Tour du Cadran filed in 1947. In the strong competition of Western European and American sports machines, the falcon with our fighters won. The 1199 km track covered an average speed of 200 km / h and consumed only 139 liters of fuel. Among other things, we see the more unacceptable average consumption of falcons inc 11 and 12 liters per 100 kilometers of flight (here 11.6 l / 100 km).

The Sokol aircraft broke several length and speed records in their category. Let’s take at least 4260.07 km long pm flights of Frantik Novek (a felt with the King of the Air by Frantik Novek, to an exaggerated acrobatic legend) to the Kazakh Kulundas in the then Soviet Union. Due to the aerodynamics, its falcon was fitted with a different, steeply sloping cockpit cover, but mainly in the cabin it built in fuel tanks with a total volume of 650 liters, so the total fuel capacity could be up to 775 liters.

Smr Kapsk Msto

In the spring of 1947, the propaganda of the stages of the flight of two falcons from Prague and to Cape Town in the South African Union and back Presentations of falcons, including those of previous years, were negotiated on many flights along the route. Potential recipients were filmed in an impatient show of exotic birds from Central Europe. An exotic bird from the center of Europe over Africa – it sounds a bit strange, but even from this point of view, you can see it.

And then the biggest warmth entered them, which was surprisingly the central fulfillment of somewhere, and which in Czechoslovakia gradually began to be applied in 1945. Due to the sluggishness of the ministerial regulations with the issue of permission, the deadline was originally not set for the 9th day. Filled with and agreed with foreign partners, the flight schedule and pslunch of stops with presentations were ruined.

M-1C Sokol, OK-AHN, kter

M-1C Sokol, OK-AHN, who completed in 1947 (stages) flight from Prague to Cape Town and ref. The aircraft is exhibited in the National Technical Museum.

The take-off from the Ruzysk fly finally took place on April 1. Two new M-1C machines with OK-AHN and OK-AHK matriculations were released to Africa. The first crew consisted of pilot Frantiek Mlejneck and mechanic Jaroslav Seifert and the second crew was Cyril T. Novek and as a press representative the editor Kunz. (Both pilots were experienced windmills from France and Great Britain. After the Norwegian coup in 1948, like many, they paid off for their heroic stance during the wolves.)

The trip made great demands on pilots who, of course, could not get along with their fellow passengers. The start itself and the next stage to Zurich were marked by bad weather. The dog made a stopover in Miln, and the Sicilian Katnia got to North African Tunisia. Here at the beginning of the true African anabze.

In Tripoli, our pilot wrote a boue. The pilots and machines stood in the mists of the sand to the right. The continued death of Egypt and the flight over the pyramids went smoothly. Then they headed south. And there, somewhere at the equator in Nairobi, it happened.

After a revision of the engine by a mechanic, the pilot Novek started a short test flight in this Czech town for a short test flight, next to him sat Josef Chmela, a representative of the Baa municipal factory. The flight then proceeded as standard and Mr. Chmela took an interested view of his work from a five perspective. When suddenly the engine started whistling. The absent move led the pilot to an acute decision to try an emergency piston.

Take a quick look down and drive a quick decision: the gun will be on the surface of the football hit. Only he appeared to have a snag, first there was a field of indigenous football players. Pilot Novek converted the aircraft into a main head of a motorless flight to gain speed, warned them of the athletes by flying over their heads and forced them to leave the area immediately and would have the kinetic energy left to arrive by 180 and then the piste on the selected area.

Electric crumbs led behind the hit bag. When the pilot noticed them, it was too late and it was not possible to correct the machine in the situation. The falcon cut the crumbs, but cut the blade of the propeller (it didn’t matter, because it still flew without the engine) and the vertical tail surface (this was called). It was not necessary to continue straight and sit in the pmm course, regardless of the environment, which was slightly counterweight.

In a hard crash to the ground, the pilot was killed from the plane, while the firmly pictured passenger remained in ruins. So although he ended the emergency piston in a completely different way, they both had a lot of money. Pilot Novek and Baa representative Josef Chmela settled the accident without serious injuries.

The OK-AHK falcon, on the other hand, was written off and the power line had to be repaired in the incriminated cut. The professional press even stated: The great city of Africa was left without electricity (It is true that it was a professional aviation press, not energy).

According to the OK-AHN falcon with the crew Mlejneck – Seifert continued. They arrived in Cape Town, the southernmost route of their journey, on April 26. On May 1 and 28, they started their pistols on Ruzyně on the same long and difficult journey.

The machine underwent a thorough inspection, from which it came out with a certain tto. A total of 33,000 kilometers per hour in the air, a large one in the African climate, did not have a negative effect on it.

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