El Aero A-100 series (incluyendo el Aero A-101 en España) parte 1

El Aero A-100 series (incluyendo el Aero A-101 en España) parte 1

Joined: July 5th, 2007, 9:59 pm

October 8th, 2010, 8:32 pm #1

Este artículo está especialmente dedicado a Juan Millán, un modelador entusiasta de los aviones excéntrico y menos conocidas. ¡Que viva para siempre y espero que nos deleitará con su información muy informativo y chistes tontos por décadas por venir! Y Juan, por cierto, felicidades con su bonito construido "Lucky Seven". No deje que su alegría de vivir se infectan por un par de extremistas de derecha o de izquierda.

Un agradecimiento especial a este momento (por supuesto), Vladimir Nikiforov para compartir su colección de imágenes de eBay una vez más, a David Gesali para compartir una serie de bellas imágenes de LA-002 y (indirectamente) a Juan Arraez Cerda para el artículo informativo en Avions no 122.
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This item is specially dedicated to Juan Millan, a devoted modeler of eccentric and less-known aircraft. Let him live forever and I hope he will spoil us with his very informative information and silly jokes for decades to come! And Juan, by the way, congratulations with your beautifully built Lucky Seven.Dont let your joy of life get infected by a couple of right or left wing extremists.

Special thanks this time to (of course) Vladimir Nikiforov for sharing his collection of Ebay pictures once again, to David Gesali for sharing a series of beautiful pictures of LA-002 and (indirectly) to Juan Arraez Cerda for his informative article in Avions no 122.






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Seguramente no es el diseño más terrorífico de los años anteriores a la Segunda Guerra Mundial, ni la propuesta más avanzada de los departamentos de diseño a Checoslovaquia y ni siquiera el avión más maniobrable para volar. Sin embargo estos planos resistentes logró volar en una década. E irónicamente, el subtipo A-101 que fue rechazada por su fuerza aérea nativa, voló las misiones más en tiempos de guerra de todos ellos en la lejana España.

Sección 1: El Aero A-100 - Servicio de Desarrollo y en Checoslovaquia hasta 1937:
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Surely not the most terrifying design of the pre-WWII years, nor the most advanced proposal of the Czechoslovakian design-departments and even not the most maneuverable aircraft to fly. Still these sturdy planes managed to fly on for a decade. And ironically, the subtype A-101 that was rejected by its native air force, flew the most wartime missions of them all in faraway Spain.

Section 1: The Aero A-100 - Development and service in Czechoslovakia until 1937:

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Desarrollo de la A-100 fue en respuesta a un requerimiento de la Fuerza Aérea Checa de 1932 para la sustitución uniforme de la A-11, Aero Ap-32 y Letov S-16 entonces en servicio. De la configuración biplano estándar, la A-100 era un avión de aspecto desgarbado y algo obsoleto en el momento de su primer vuelo en 1933. Y un miembro de la última generación de aviones biplano militares que ser diseñado en Europa.
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Development of the A-100 was in response to a Czech Air Force requirement of 1932 for a uniform replacement for the A-11s, Aero Ap-32s, and Letov -16s then in service. Of standard biplane configuration, the A-100 was a ungainly-looking aircraft and somewhat obsolescent by the time of its first flight in 1933. And a member of the final generation of biplane military aircraft to be designed in Europe.

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Fotos 1-4: El Aero A-100 prototipo (A100.1), el código S22 se aplicó durante su programa de prueba final en el Instituto Militar de Aviación Checa, en Prostejov (VTLU).

Sin embargo, dado que el único competidor para el contrato de la fuerza aérea, la Praga E-36 (alias BH-36) no había volado por el cierre de las ofertas, la A-100 fue ordenado para la producción. Un total de 45 aviones fueron construidos: un prototipo y dos lotes de producción, respectivamente, 11 (A100.2 - A100.12) y 33 aeronaves (A100.13 - A.100-45). El primer lote fue entregado entre julio y octubre de 1934 y asignado a la 71 ª y 72 vuelos de la 1 ª Regimiento de aire.
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Pictures 1-4: The Aero A-100 prototype (A100.1), the code s22 was applied during its final test program at the Czech Military Aviation Institute at Prostejov (VTLU).

Nevertheless, since the only other competitor for the air force contract, the Praga E-36 (alias BH-36) had not flown by the close of tenders, the A-100 was ordered for production. A total of 45 aircraft were built: one prototype and two production batches of respectively 11 (A100.2 A100.12) and 33 aircraft (A100.13 A.100-45). The first batch was delivered between July and October 1934 and assigned to the 71st and 72nd flight of the 1st Air Regiment.

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Pictures 5-12: Pictures and profiles of aircraft of 71st and 72nd Flight of 6th Air Regiment.

The second batch of 33 aircraft were delivered between January and may 1935 and were divided between the other flights of the Czechoslovak Air Force mentioned in the table shown below:

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Pictures 13+14: Two profiles of A-100s of 66th Flight of the 1st Air Regiment.

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Pictures 15-17: Aircraft of 66th Flight of the 2nd Air Regiment

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Pictures 18-22: The K10 and K11 of 64th Flight of the 3rd Air Regiment.

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Pictures 23-26: The A-100s delivered to the Central Flying School were fitted with dual controls.

The A-100 was an unequal-span biplane with a steel-tube fuselage and wooden wings, armament comprised a pair of fixed forward firing 7,92 mm Vickers machine guns and for the observer a pair of Lewis guns. The bomb load of 600 kg could be carried partly vertically in a forward fuselage bay and partly horizontally on external racks.

Power was provided by a Avia Vr-36 (license-built Hispano-Suiza 12Nbr) 12 cylinder liquid-cooled engine of 740 hp maximum (650 hp nominal) output, see picture 27 below:

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One Aero A-100 (A100.28) was experimentally modified for night flying, but these modifications were not implemented on any other production aircraft, see picture 28 below:

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When on the 15th of March the German Wehrmacht occupied Bohemia and Moravia, the Czechoslovakian Air Force was dissolved and a number of A-100 and A-101 reconnaissance biplanes and their light bomber counterpart, the Ab-101 were seized by the Luftwaffe for training purposes. Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.

Section 2 - The Aero A-100 in Luftwaffe service:

Almost nothing is known to me about the use of the Aero A-100 in Luftwaffe service, only that they were operated by one or more FFSs (Flying Schools). There is a lot of speculation about where and by what units. Maybe Dusan Slezak can provide us some facts from Czech or Slovak publications.
The only proof I have are a couple of pictures, unfortunately without any readable identification codes.

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Pictures 29-30: Aero A-100s of the Luftwaffe. Although the engine of the Aero in the second picture is covered, I dont see any protruding exhausts on the upper side of the cover, so I suppose this is a A-100 as well.

Section 3 The Aero A-100 in the Slovakian Air Force.

As told before, some sixteen A-100s + Ab-101s were handed over to the newly created Slovakian Air Force (under Luftwaffe patronage) and were assigned to the 3rd Air regiment (Letecky Pluk 3), 6th Flight.
In the second half of 1939 the S.A.F. made a few desultory attacks on Polish targets in support of the Luftwaffe, including a bombing raid on Tarnopol. The combination of obsolete aircraft and a total lack of enthusiasm on the part of the Slovak aircrews produced predictable unimpressive results. As far as I know no A-100s took part on these assaults. From then on all A-100s were only used for training purposes. In the course of 1942 the obsolete material of the Slovak Air Force was replaced by more modern German equipment and on the 1st of January 1943 there was no more A-100 in its inventory.

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Pictures 31-36: A-100s in different Slovak Air Force schemes.

Section 4 The Aero A-101 - Development and service in Czechoslovakia until 1937:

The A-101 was a further development of the A-100, featuring increased wing span, enlarged rudder and most important a more powerful engine: the Praga built Isotta-Fraschini Asso-1000 18-cylindir liquid-cooled W-engine of 1000 hp maximum (800 hp nominal) output. Because there was a surplus of these engines, it seemed to be a good idea to use these engines for a more potent version of the A-100. The prototype first flew in December 1934 and a production line of 30 pieces was started alongside the second batch of A-100s. The last aircraft of these series were taken over by the Air Force in January 1936 and the aircraft were assigned to the 6th Air Regiment.

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Pictures 37-39: Plans of the A-101 and a picture of its heavy 18-cylinder W-engine.

During its test program at the Czech Military Aviation Institute at Prostejov (VTLU), the prototype (coded s23) proved to be far from satisfactory. The very heavy engine was unsuited for its air frame, overall performance was very disappointing, and even flying characteristics were inferior to those of the A-100. So the Czechoslovak government lost total interest in the project and was very relieved to get rid of this type when the Spanish government showed interest and even offered to purchase some fifty A-101s.

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In early 1937, when the Spanish order had to be fulfilled, there were still 28 fully serviceable A-101s in the inventory of the Czechoslovakian Air Force.

Pictures 40-44: The first A-101 (A101.1) prototype alias s23, and A-101s serving with the 71st and 72nd Flight of the 6th Air Regiment.

Section 4 The Aero A-101 in Spanish skies:

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Pictures 45-52: Pictures of the first shipment of Aero A-101s to Spain, respectively 17-1, 17-3, 17-8(2x), 17-9, 17-10 and 17-11.

Most sources contradict each other in mentioning numbers and types of Aeros delivered to Spain.
For instance Gerald Howson is mentioning a total of 47 aircraft in his book Aircaft of the Civil War 1936-1939 (ISBN 0-85177-842-9 - 1990) and I quote some sentences here:
On the 8th of April 1937 the first 22 Aero A-101s left the Polish port of Gdynia on board the Hordena, The Hordena, however, was captured by the Nationalist cruiser Canarias in the bay of Biscay on 16 april 1937, and, after assembly, the Aeros were formed into two escuadrillas of the Spanish Nationalist air arm.
Meanwhile, 16 Aero Ab-101s (Hispano-Suiza 12Ydrs V-engines rated at 725 hp) arrived in the Republican zone during the summer of 1937 and were assembled in an underground workshop built in caves near Madrid. Bearing the type code LN (or LA according to some sources), they took part in their first action during the battle of Belchite in August 1937.
A third batch of 9 Aeros, probably A-101s, arrived in France during the summer of 1937 and was impounded by the French authorities. When the Franco-Spanish frontier was opened from 19 March to 13 June 1938, however, they were allowed to cross into Spain and were assembled at Figueras, in Catalonia, in May.

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Pictures 53-61: Some more pictures of the first shipment of Aero A-101s to Spain, respectively 17-12(2x), 17-13, 17-14(2x), 17-15, 17-16, 17-20 and 17-22.

Our dear friend Juan Arraez Cerda, however, mentions a total of 28 aircraft (all A-101s) in the 2003-05 issue of Avions (no 122): the 22 delivered by the Hordena and 6 aircraft that were impounded by the French authorities.

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Pictures 62-70: Other pictures of Nationalist A-101s without recognizable serial numbers, the last showing six A-101s gathered together by the Nationalists for the Barajas air-show after the end of hostilities in May 1939.

As a complete outsider, but due to the fact that the Czechs could only deliver a maximum of 28 A-101s (see section 3) and because I have never seen a picture of a Spanish Ab-101 (different airframe, different engine, see section 5), nor have seen any sources mentioning the delivery of these aircraft, I tend to believe that Juan is completely right.
And because Juans article is very informative, also mentioning the operational use of the A-101s to which I have little to add, I hereby give the links to download this fine issue:

http://rapidshare.com/files/56277796/av ... 1.rar.html
http://rapidshare.com/files/56278832/av ... 2.rar.html

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Pictures 71-78: Most, so not all of these pictures of the Republican A-101 LA-002 are taken during a propagandistic photo session at La Señara. Photos at other locations or from different Republican A-101s are unknown to me.

There are no records of any surviving Republican A-101s, but the Nationalists renovated 16 of their own after the war and in March 1940 thirteen were still in the inventory of the Ejercito del Aire. All A-101s were withdrawn from service by 1946.

Section 5 The Aero Ab-101 - Development and service in Czechoslovakia until 1937:

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After the sale of their A-101s to Spain, the Czechoslovakian Air Force was faces with the fact of having too little operational/training aircraft for their light bomber component and the development and delivery of more modern equipment (A-300 and B-71) would last for years to come. So the decision was made to put a modern Praga built Hispano Suiza 12Ydrs (for instance the standard engine for the Avia B-534) in the redesigned Aero airframe as a stop-gap. So the Ab-101 was born, the prototype was flown in September 1935, an order was placed for 64 production aircraft, and production continued until 1937.

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Pictures 79-82: Pictures of the J11 of the 71st Flight of the 6th Air Regiment,and the H9 and H10 of the 75th flight of the 5th Air Regiment.
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According to the Order of Battle at 1 September 1938, at least the following units were equipped with the Ab-101:

5th Air regiment:
Flight 75, (kpt. Vladimir Pál) Nitra Aero Ab-101
Flight 76, (kpt. Miroslav Prochazka) Brno Aero Ab-101
Flight 77, (Charles kpt. Dóczy) Brno Aero Ab-101

6th Air Regiment:
Flight 71, (Mjr. Philip Dolezal) Prague-Kbely Avia B-71 (SB) & Aero Ab-101
Flight 72, (Kpt. Emil busin), Prague-Kbely Avia B-71 (WB) & Aero Ab-101
Flight 73, (Ota kpt. Groff) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)
Flight 74, (Vaclav kpt. disgusting) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)

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Pictures 83+84: Pictures of the N7 of the 73rd Flight of the 6th Air Regiment.

After the German occupation most the Ab-101s were were seized by the Luftwaffe for training purposes and some were handed over to the newly created Slovakian Air Force

Section 6 The Aero Ab-101 in Luftwaffe service.

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Pictures 85+86: An Ab-101 of Sch./RAR33 with very crude swastika.

Very little is known about the use of the Ab-101 with several Luftwaffe training schools, nor when these aircraft were replaced by more competent German designs. Maybe some Czech, Slovakian or German readers can provide us some more facts about this subject. The only hard facts I have are some pictures of Ab-101s in Luftwaffe colors and I will show these below without any comment, speculations or assumptions.

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Pictures 87-93: Pictures of Aero Ab-104s used by the Luftwaffe, for instance by FFS A/B 113 and 116.

Section 6 The Aero Ab-101 in service with the Slovakian Air Force.

Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.
At least one Slovakian Ab-101 (together with two Letov S-328s) managed to escape to Poland on the 7th of June 1939, three months after the Slovakian Air Force was created and three months before the German attack on Poland in September the same year.
Shortly after the Germans had occupied Dblin airport, the next picture was taken. Surprisingly, the Aero shown here, still wears its former Czechoslovakian markings, but to my opinion, this has to be the same aircraft.

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Section 6 The Aero A-104, the last variant of the Aero A-100 series.

Of course, the Aero factory was fully aware of the unsatisfactory performance of their A-100 , A-101 and Ab-101 biplanes. Therefore the project A-100B was started in the mid-thirties, basically a redesigned A-100 to a mostly metal high strutted monoplane configuration. wing which featured A-100 reprocessing Strutted the high-wing metal frames with wings. Development of this proposal was refused by the Czechoslovakian Air Force until 1936, realizing that more modern types of aircraft could not being delivered before 1939.

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Pictures 94-96: The prototype of the Aero A-104, the last one during its final tests at the Czech Military Aviation Institute at Prostejov (VTLU), coded s25.

In 1936 an order was placed for a prototype. Changes in the implementation of the original proposal contained the use of an almost unchanged Ab-101 fuselage including the Hispano Suiza 12Ydrs and an enclosed cockpit configuration
The prototype successfully completed its military test program in the first half of 1938.Performance was much better than that of the former Aero biplanes, but unfortunately, a delay in development in conjunction with the introduction of the B-71 caused the cancelation of further development and production.

Sources:

Janes all the worlds Aircraft 1938 ISBN 0 7153 5734 4: Pictures 1, 6,
www.rujet.ru website: Pictures 2, 4,
Avions no 118 (France) ISSN 1243 8650 (2003-01): Pictures 3, 5, 8, 9,16, 17, 20-23, 26,33,
Vzduch Je Nase More - Ceskoslovenske Letectvi 1918-1939 ISBN 80-206-0221-6: Pictures 7, 31, 42, 44, 48, 82-83,
http://wp.scn.ru Wings Palette website: Pictures 10, 19, 46, 76,
Aircam Aviation Series no S5 Czechoslovakian Air Force 1918-1970 SBN 85045 021 7: Pictures 11, 43,
Avions no 119 (France) ISSN 1243 8650 (2003-02) Pictures 12, 13, 18, 24-25, 27-28, 34,
Transpress - Tschechoslowakische Flugzeuge von 1918 bis heute ISBN 3-344-00121-3: Pictures 14,
http://www.fronta.cz website: Pictures 15,
http://www.luftwaffe-experten.org/forum ... hp?act=idx - Luftwaffe Experten Message Board website: Pictures: 29, 79, 87, 91,
Ebay Germany: Pictures 30, 53, 61, 64,
http://vinar.cz website: Pictures 31, 40-41,
Magnet Press Slovakia Slovenské Letectvo 1939-1944 ISBN 80-968073-2-3: Pictures 35-36,
L+K 20-88 Monografie Aero A-101: Pictures 37-38,
My scrapbook: Pictures 39, 55, 80, 84,
Avions no 122 (France) - ISSN 1243 8650 (2003-05) Pictures 45, 47, 51, 54, 56-58, 62, 68, 71,
Negro Daniel via Aeronet GCEhttp://www.network54.com/Forum/394728 : Pictures 49,
Putnam Aircraft of the Spanish Civil War 1936-1939 (ISBN 0-85177-842-9): Pictures 50,
Revista Aeroplano (ISSN 02-12-4556) no 5: Pictures 52, 67, 69,
Vladimir Nikoforovs archive: Pictures 59, 65-66, 69,
V nebe Ispanii 1936-1939 (Russia) by Sergei Adrokov: Pictures 60,
M.R. Valverdes website http://usuarios.lycos.es/mrodval) : Pictures 63, 70, 77-78,
David Gesali via Aeronet GCEhttp://www.network54.com/Forum/394728: Pictueres 72-75,
Valka.cz forum http://forum.valka.cz/ ): Pictures 81, 94-96,
Revista REVI no 49 (ISSN 1211-0744): Pictures 85-86, 92-93,
Air Warfare Forum (not existing anymore): Pictures 88,
Waffen Arsenal no 071 Fremde Vogel unterm Balkenkreuz (ISBN 3-7909-0157-1): Pictures 89,
Hikoki - Luftwaffe Fledglings 1935-45 Luftwaffe Training Units Their Aircraft (ISBN 0 9519 899 2 8): Pictures 90,

Cheers, Peter
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Peter Dupont
Peter Dupont

October 8th, 2010, 11:23 pm #2

Sorry, but something went wrong with the translations from English to Spanish. Maybe this time it works out better. Probably the Google-translator makes a mess of your beautiful Spanish language, but it is better than nothing.

Lo sentimos, pero algo salió mal con las traducciones del Inglés al Español. Tal vez esta vez funciona mejor. Probablemente, el traductor de Google hace un lío de su hermosa lengua española, pero es mejor que nada.

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Fotos 5-12: fotografias y perfiles de los aviones de la 71 ª y 72 vuelos, del 6o Regimiento Aéreo.

El segundo lote de 33 aviones fueron entregados entre enero y mayo de 1935 y se dividieron entre los otros vuelos de la Fuerza Aérea Checoslovaca mencionados en el cuadro se muestra a continuación:
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Pictures 5-12: Pictures and profiles of aircraft of 71st and 72nd Flight of 6th Air Regiment.

The second batch of 33 aircraft were delivered between January and may 1935 and were divided between the other flights of the Czechoslovak Air Force mentioned in the table shown below:
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Imágenes 15-17: Aviones de la 66a vuelo del segundo Regimiento Aéreo
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Pictures 15-17: Aircraft of 66th Flight of the 2nd Air Regiment
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Imágenes 23-26: El A-100 entregados a la Escuela de Vuelo Central estaban equipados con doble mando.

El A-100 era un biplano de desigual-palmo con un fuselaje de tubos de acero y alas de madera, el armamento compuesto por un par de disparos plazo fijo 7,92 mm ametralladoras Vickers y para el observador un par de ametralladoras Lewis. La carga de bombas de 600 kg podría llevarse parte verticalmente en una bahía fuselaje delantero y en parte horizontal en bastidores externos.

La energía fue proporcionada por un Avia Vr-36 (licencia de construcción Hispano-Suiza 12Nbr) 12 cilindros refrigerado por líquido de 740 caballos de fuerza máxima (650 CV nominales) de salida, ver figura 27 a continuación:
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Pictures 23-26: The A-100s delivered to the Central Flying School were fitted with dual controls.

The A-100 was an unequal-span biplane with a steel-tube fuselage and wooden wings, armament comprised a pair of fixed forward firing 7,92 mm Vickers machine guns and for the observer a pair of Lewis guns. The bomb load of 600 kg could be carried partly vertically in a forward fuselage bay and partly horizontally on external racks.

Power was provided by a Avia Vr-36 (license-built Hispano-Suiza 12Nbr) 12 cylinder liquid-cooled engine of 740 hp maximum (650 hp nominal) output, see picture 27 below:
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Un Aero A-100 (A100.28) fue modificada experimentalmente para los vuelos nocturnos, pero estas modificaciones no se llevaron a cabo en cualquier otra producción de aviones, ver figura 28 a continuación:
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One Aero A-100 (A100.28) was experimentally modified for night flying, but these modifications were not implemented on any other production aircraft, see picture 28 below:
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Cuando, el 15 de marzo, la Wehrmacht alemana ocuparon Bohemia y Moravia, la la Fuerza Aérea de Checoslovaquia fue disuelta y un número de A-100 y A-101 biplanos de reconocimiento y de su contraparte bombardero ligero, el Ab-101 fueron capturados por la Luftwaffe con fines de entrenar. En total, unos dieciséis A-100 y Ab-101S fueron entregados a la recién creada Fuerza Aérea de Eslovaquia y diez de ellos aún sirve en el sexto vuelo el 1 de enero de 1940.

Sección 2 - El servicio de Aero A-100 en la Luftwaffe:

Casi nada se sabe de mí sobre el uso del Aero A-100 de la Luftwaffe, sólo que eran operados por una o más de las FFSs (escuelas de vuelo). Hay un montón de especulaciones acerca de dónde y por qué las unidades. Tal vez Dusan Slezak nos puede proporcionar algunos datos de las publicaciones checo o eslovaco.
La única prueba que tengo son un par de fotos, lamentablemente sin ningún tipo de códigos de identificación legible.
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When, on the 15th of March, the German Wehrmacht occupied Bohemia and Moravia, the Czechoslovakian Air Force was dissolved and a number of A-100 and A-101 reconnaissance biplanes and their light bomber counterpart, the Ab-101 were seized by the Luftwaffe for training purposes. Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.

Section 2 - The Aero A-100 in Luftwaffe service:

Almost nothing is known to me about the use of the Aero A-100 in Luftwaffe service, only that they were operated by one or more FFSs (Flying Schools). There is a lot of speculation about where and by what units. Maybe Dusan Slezak can provide us some facts from Czech or Slovak publications.
The only proof I have are a couple of pictures, unfortunately without any readable identification codes.
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Imágenes 29-30: Aero A-100s de la Luftwaffe. Aunque el motor del Aero en la segunda foto está cubierta, no veo que ninguna de escape que sobresale en la parte superior de la cubierta, así que supongo que se trata de un A-100 también.

Sección 3 - El Aero A-100 en la Fuerza Aérea de Eslovaquia.

Como dije antes, unos dieciséis A-100s + PR-101s fueron entregados a la recién creada Fuerza Aérea de Eslovaquia (bajo el patrocinio de la Luftwaffe) y fueron asignados al Regimiento Aireo 3 (Letecky Pluk 3), sexto vuelo.
En la segunda mitad de 1939 la S.A.F. hizo una inconexa pocos ataques contra objetivos de Polonia en apoyo de la Luftwaffe, incluyendo una incursión de bombardeo en Tarnopol. La combinación de aviones obsoletos y la falta total de entusiasmo por parte de las tripulaciones Eslovaca producido previsibles resultados mediocres. Hasta donde yo sé no hay A-100s tomaron parte en estos ataques. A partir de entonces todos los A-100s se utilizaron sólo para fines de entrenar. En el curso de 1942, el material obsoleto de la Fuerza Aérea de Eslovaquia fue reemplazado por el equipo más moderno de Alemania y el 1 de enero de 1943 no era más A-100s en su inventario.
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Pictures 29-30: Aero A-100s of the Luftwaffe. Although the engine of the Aero in the second picture is covered, I dont see any protruding exhausts on the upper side of the cover, so I suppose this is a A-100 as well.

Section 3 The Aero A-100 in the Slovakian Air Force.

As told before, some sixteen A-100s + Ab-101s were handed over to the newly created Slovakian Air Force (under Luftwaffe patronage) and were assigned to the 3rd Air regiment (Letecky Pluk 3), 6th Flight.
In the second half of 1939 the S.A.F. made a few desultory attacks on Polish targets in support of the Luftwaffe, including a bombing raid on Tarnopol. The combination of obsolete aircraft and a total lack of enthusiasm on the part of the Slovak aircrews produced predictable unimpressive results. As far as I know no A-100s took part on these assaults. From then on all A-100s were only used for training purposes. In the course of 1942 the obsolete material of the Slovak Air Force was replaced by more modern German equipment and on the 1st of January 1943 there was no more A-100 in its inventory.
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Imágenes 31-36: A-100s en diferentes regímenes en color de la Fuerza Aérea de Eslovaquia.

Sección 4 - El Aero A-101 - Servicio de Desarrollo y en Checoslovaquia hasta 1937:

El A-101 fue un desarrollo posterior de la A-100, con mayor envergadura, el timón ampliada y más importante que un motor más potente: la Praga construido Isotta Fraschini Asso-1000 18-cylindir refrigeración líquida W-motor de 1.000 caballos de fuerza máxima (800 CV nominales) de salida. Debido a que hubo un excedente de estos motores, que parecía ser una buena idea para utilizar estos motores para una versión más potente de la A-100. El primer prototipo voló en diciembre de 1934 y una línea de producción de 30 piezas se inició junto con el segundo lote de A-100. El último avión de estas series fueron adquiridas por la Fuerza Aérea en enero de 1936 y la aeronave fueron asignados a la 6 º Regimiento Aéreo.
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Pictures 31-36: A-100s in different Slovak Air Force schemes.

Section 4 The Aero A-101 - Development and service in Czechoslovakia until 1937:

The A-101 was a further development of the A-100, featuring increased wing span, enlarged rudder and most important a more powerful engine: the Praga built Isotta-Fraschini Asso-1000 18-cylindir liquid-cooled W-engine of 1000 hp maximum (800 hp nominal) output. Because there was a surplus of these engines, it seemed to be a good idea to use these engines for a more potent version of the A-100. The prototype first flew in December 1934 and a production line of 30 pieces was started alongside the second batch of A-100s. The last aircraft of these series were taken over by the Air Force in January 1936 and the aircraft were assigned to the 6th Air Regiment.
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Imágenes 37-39: Los planes de la A-101 y una foto de su pesada W-motor de 18 cilindros.

Durante su programa de pruebas en el Instituto Nacional de Aviación Militar Checa en Prostejov (VTLU), el prototipo (código S23) resultó ser mucho de ser satisfactoria. El motor era muy pesado no aptos para su marco de aire, el rendimiento general fue muy decepcionante, e incluso características de vuelo eran inferiores a los de la A-100. Así que el gobierno de Checoslovaquia perdió el interés total en el proyecto y fue un gran alivio para deshacerse de este tipo cuando el gobierno español mostró interés e incluso se ofreció a comprar unos cincuenta A-101s.
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Pictures 37-39: Plans of the A-101 and a picture of its heavy 18-cylinder W-engine.

During its test program at the Czech Military Aviation Institute at Prostejov (VTLU), the prototype (coded s23) proved to be far from satisfactory. The very heavy engine was unsuited for its air frame, overall performance was very disappointing, and even flying characteristics were inferior to those of the A-100. So the Czechoslovak government lost total interest in the project and was very relieved to get rid of this type when the Spanish government showed interest and even offered to purchase some fifty A-101s.
==================================================================
A principios de 1937, cuando la orden española tenía que cumplirse, todavía había 28 A-101s totalmente reparadas en el inventario de la Fuerza Aérea de Checoslovaquia.

Imágenes 40-44: El primer A-101 (A101.1) prototipo alias s23, y A-101S que prestan servicios en el 71 ª y 72 ª Vuelo del 6 º Regimiento Aéreo.

Sección 4 - El Aero A-101 en los cielos en español:
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In early 1937, when the Spanish order had to be fulfilled, there were still 28 fully serviceable A-101s in the inventory of the Czechoslovakian Air Force.

Pictures 40-44: The first A-101 (A101.1) prototype alias s23, and A-101s serving with the 71st and 72nd Flight of the 6th Air Regiment.

Section 4 The Aero A-101 in Spanish skies:
==================================================================
Imágenes 45-52: Imágenes de la primera expedición de Aero A-101 a España, respectivamente, 17-1, 17-3, 17-8 (2x), 17-9, 17-10 y 17-11.

La mayoría de las fuentes se contradicen al mencionar los números y tipos de Aero entregado a España.
Por ejemplo, Gerald Howson se citan un total de 47 aeronaves en su libro "Aircaft de la Guerra Civil 1936-1939" (ISBN 0-85177-842-9 - 1990) y cito algunas frases aquí:
El 8 de abril de 1937 los primeros 22 Aero A-101s dejó el puerto polaco de Gdynia, a bordo de la Hordena, El Hordena, sin embargo, fue capturado por el crucero Nacionalista Canarias en la bahía de Vizcaya el 16 de abril de 1937, y, después de montaje, el Aeros se formaron en dos escuadrillas de la fuerza aérea nacionalista español.
Mientras tanto, 16 Aero Ab-101s (Hispano-Suiza 12Ydrs motores V-nominal de 725 CV) llegó a la zona republicana durante el verano de 1937 y se reunieron en un taller de subterráneos construidos en las cuevas cerca de Madrid. Teniendo el código de tipo 'LN' (o 'LA', según algunas fuentes), que participó en su primera acción durante la batalla de Belchite en agosto de 1937.
Un tercer grupo, de 9 de Aeros, probablemente, A-101s, llegó a Francia durante el verano de 1937 y fue confiscada por las autoridades francesas. Cuando la frontera franco-española se abrió desde 19 marzo-13 junio 1938, sin embargo, se les permitió cruzar a España y se reunieron en Figueres, en Cataluña, en mayo.
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Pictures 45-52: Pictures of the first shipment of Aero A-101s to Spain, respectively 17-1, 17-3, 17-8(2x), 17-9, 17-10 and 17-11.

Most sources contradict each other in mentioning numbers and types of Aeros delivered to Spain.
For instance Gerald Howson is mentioning a total of 47 aircraft in his book Aircaft of the Civil War 1936-1939 (ISBN 0-85177-842-9 - 1990) and I quote some sentences here:
On the 8th of April 1937 the first 22 Aero A-101s left the Polish port of Gdynia on board the Hordena, The Hordena, however, was captured by the Nationalist cruiser Canarias in the bay of Biscay on 16 april 1937, and, after assembly, the Aeros were formed into two escuadrillas of the Spanish Nationalist air arm.
Meanwhile, 16 Aero Ab-101s (Hispano-Suiza 12Ydrs V-engines rated at 725 hp) arrived in the Republican zone during the summer of 1937 and were assembled in an underground workshop built in caves near Madrid. Bearing the type code LN (or LA according to some sources), they took part in their first action during the battle of Belchite in August 1937.
A third batch of 9 Aeros, probably A-101s, arrived in France during the summer of 1937 and was impounded by the French authorities. When the Franco-Spanish frontier was opened from 19 March to 13 June 1938, however, they were allowed to cross into Spain and were assembled at Figueras, in Catalonia, in May.
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Imágenes 53-61: Algunas fotos más de la primera expedición de Aero A-101s a España, respectivamente, 17-12 (2x), 17-13, 17-14 (2x), 17-15, 17-16, 17-20 y 17-22.

Nuestro querido amigo Juan Arraez Cerda, sin embargo, menciona un total de 28 aeronaves (todos los A-101) en la edición 2003-05 de Avions (no 122): los 22 emitido por el Hordena y seis aviones que fueron confiscados por las autoridades francesas .
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Pictures 53-61: Some more pictures of the first shipment of Aero A-101s to Spain, respectively 17-12(2x), 17-13, 17-14(2x), 17-15, 17-16, 17-20 and 17-22.

Our dear friend Juan Arraez Cerda, however, mentions a total of 28 aircraft (all A-101s) in the 2003-05 issue of Avions (no 122): the 22 delivered by the Hordena and 6 aircraft that were impounded by the French authorities.
==================================================================
Imágenes 62-70: Más imágenes de un A-101 nacionalista, sin reconocer los números de serie, que muestra los últimos seis A 101s-reunidos por los nacionalistas por el parade de Barajas después del fin de las hostilidades en mayo de 1939.

Como un completo extraño, pero debido al hecho de que los checos sólo puede ofrecer un máximo de 28 A 101s (véase la sección 3) y porque nunca he visto una foto de un Ab-101 español (célula diferentes, el motor diferente, consulte sección 5), ni he visto ninguna que citan fuentes de la entrega de estos aviones, me inclino a creer que Juan tiene toda la razón.
Y ya que el artículo de Juan es muy informativo, también se menciona el uso operacional de los A-101s a la que tengo poco que añadir, doy los enlaces para descargar este tema bien:

http://rapidshare.com/files/56277796/av ... 1.rar.html
http://rapidshare.com/files/56278832/av ... 2.rar.html
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Pictures 62-70: Other pictures of Nationalist A-101s without recognizable serial numbers, the last showing six A-101s gathered together by the Nationalists for the Barajas air-show after the end of hostilities in May 1939.

As a complete outsider, but due to the fact that the Czechs could only deliver a maximum of 28 A-101s (see section 3) and because I have never seen a picture of a Spanish Ab-101 (different airframe, different engine, see section 5), nor have seen any sources mentioning the delivery of these aircraft, I tend to believe that Juan is completely right.
And because Juans article is very informative, also mentioning the operational use of the A-101s to which I have little to add, I hereby give the links to download this fine issue:

http://rapidshare.com/files/56277796/av ... 1.rar.html
http://rapidshare.com/files/56278832/av ... 2.rar.html
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Imágenes 71-78: La mayoría, por lo que no todas estas fotos del A-101 "LA-002" republicano se han efectuado en una sesión de fotos de propaganda en La Señara. Fotos en otros lugares o de diferentes A-101s republicanos son desconocidos para mí.

No hay registros de ningún superviviente A-101 republicano, pero los nacionalistas renovado 16 de sus propios después de la guerra y marzo 1940 trece estaban en el inventario del Ejército del Aire. Todos 101S A-fueron retirados del servicio en 1946.

Sección 5 - El Aero Ab-101 - Servicio de Desarrollo y en Checoslovaquia hasta 1937:
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Pictures 71-78: Most, so not all of these pictures of the Republican A-101 LA-002 are taken during a propagandistic photo session at La Señara. Photos at other locations or from different Republican A-101s are unknown to me.

There are no records of any surviving Republican A-101s, but the Nationalists renovated 16 of their own after the war and in March 1940 thirteen were still in the inventory of the Ejercito del Aire. All A-101s were withdrawn from service by 1946.

Section 5 The Aero Ab-101 - Development and service in Czechoslovakia until 1937:
==================================================================
Después de la venta de su A-101s a España, la Fuerza Aérea de la Checoslovaquia se enfrenta con el hecho de tener muy poco aviones operativa / de entrenamiento para su componente bombardero ligero y el desarrollo y entrega de equipos más modernos (A-300 y B-71 ) iba a durar por muchos años. Así que se tomó la decisión de poner una moderna Hispano Suiza 12Ydrs construida par Praga (por ejemplo, el motor estándar para el Avia B-534) en el nuevo diseño del fuselaje como un salir del paso. Así que el Ab-101 nació, el prototipo voló en septiembre de 1935, se hizo un pedido de 64 aviones de producción, y la producción continuó hasta 1937.
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After the sale of their A-101s to Spain, the Czechoslovakian Air Force was faces with the fact of having too little operational/training aircraft for their light bomber component and the development and delivery of more modern equipment (A-300 and B-71) would last for years to come. So the decision was made to put a modern Praga built Hispano Suiza 12Ydrs (for instance the standard engine for the Avia B-534) in the redesigned Aero airframe as a stop-gap. So the Ab-101 was born, the prototype was flown in September 1935, an order was placed for 64 production aircraft, and production continued until 1937.
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Imágenes 79-82: Imágenes de la J11 del Vuelo 71 de la 6 ª Regimiento Aéreo, y la H9 y H10 del vuelo 75 de la 5 º Regimiento Aéreo.

De acuerdo con la Orden de la batalla el 1 de septiembre de 1938, por lo menos las siguientes unidades fueron equipadas con el Ab-101:

Quinto Regimiento Aéreo:
Vuelo 75, (kpt. Pál Vladimir) Nitra Aero Ab-101
Vuelo 76, (kpt. Miroslav Prochazka) Brno Aero Ab-101
Vuelo 77, (KPT Carlos. Dóczy) Brno Aero Ab-101

Sexto Regimiento Aéreo:
Vuelo 71, (Mjr. Dolezal Felipe) Praga-Kbely Avia B-71 (SB) y Aero Ab-101
Vuelo 72, (Kpt. Busin Emil), Praga-Kbely Avia B-71 (WB) y Aero Ab-101
Vuelo 73, (Ota kpt. Groff) Hradec Králové Aero Ab-101 y Avia B-71 (SB)
Vuelo 74, (Vaclav kpt.) Hradec Králové Aero Ab-101 y Avia B-71 (SB)
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Pictures 79-82: Pictures of the J11 of the 71st Flight of the 6th Air Regiment,and the H9 and H10 of the 75th flight of the 5th Air Regiment.

According to the Order of Battle at 1 September 1938, at least the following units were equipped with the Ab-101:

5th Air regiment:
Flight 75, (kpt. Vladimir Pál) Nitra Aero Ab-101
Flight 76, (kpt. Miroslav Prochazka) Brno Aero Ab-101
Flight 77, (Charles kpt. Dóczy) Brno Aero Ab-101

6th Air Regiment:
Flight 71, (Mjr. Philip Dolezal) Prague-Kbely Avia B-71 (SB) & Aero Ab-101
Flight 72, (Kpt. Emil busin), Prague-Kbely Avia B-71 (WB) & Aero Ab-101
Flight 73, (Ota kpt. Groff) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)
Flight 74, (Vaclav kpt. disgusting) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)
==================================================================
Fotos 83+84: Imágenes de la N7 del Vuelo 73 de Regimiento de aire 6.

Después de la ocupación alemana, la mayor parte de los Ab-101s se fueron capturados por la Luftwaffe para fines de entrenamiento y algunos fueron entregados a la recién creada Fuerza Aérea de Eslovaquia

Sección 6 - El Aero Ab-101 - servicio en la Luftwaffe.
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Pictures 83+84: Pictures of the N7 of the 73rd Flight of the 6th Air Regiment.

After the German occupation most the Ab-101s were were seized by the Luftwaffe for training purposes and some were handed over to the newly created Slovakian Air Force

Section 6 The Aero Ab-101 in Luftwaffe service.
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Fotos 85+86: AB-101 de Sch./RAR33 con esvástica muy crudo.

Se sabe muy poco sobre el uso de la Ab-101 con varias escuelas de entrenamiento de la Luftwaffe, ni cuando estos aviones fueron reemplazados por diseños más competentes alemanas. Tal vez algunos lectores checo, eslovaco o el alemán nos puede proporcionar algunos datos más sobre este tema. Los únicos datos duros que tengo son algunas fotos del Ab-101 en colores de Luftwaffe y voy a mostrar el resultado de estos a continuación sin ningún tipo de comentarios, especulaciones o suposiciones.
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Pictures 85+86: An Ab-101 of Sch./RAR33 with very crude swastika.

Very little is known about the use of the Ab-101 with several Luftwaffe training schools, nor when these aircraft were replaced by more competent German designs. Maybe some Czech, Slovakian or German readers can provide us some more facts about this subject. The only hard facts I have are some pictures of Ab-101s in Luftwaffe colors and I will show these below without any comment, speculations or assumptions.
==================================================================
Imágenes 87-93: Imágenes de Aero Ab-104 utilizado por la Luftwaffe, por ejemplo, las FFS A / B 113 y 116.

Sección 6 - El Aero Ab-101 - en el servicio con la Fuerza Aérea de Eslovaquia.

En total, unos dieciséis A-100s y Ab-101s fueron entregados a la recién creada Fuerza Aérea de Eslovaquia y diez de ellos aún sirve en el sexto vuelo el 1 de enero de 1940.
Por lo menos un Ab-101 eslovaco (junto con dos Letov S-328s) logró escapar a Polonia el 7 de junio de 1939, tres meses después el Fuerza Aérea Eslovaco fue creada y tres meses antes del ataque alemán a Polonia en septiembre de la misma año.
Poco después de que los alemanes habían ocupado el aeropuerto de Deblin, la siguiente foto fue tomada. Sorprendentemente, el Aero se muestra aquí, todavía lleva las marcas de ex Checoslovaquia, pero a mi juicio, esto tiene que ser el mismo avión.
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Pictures 87-93: Pictures of Aero Ab-104s used by the Luftwaffe, for instance by FFS A/B 113 and 116.

Section 6 The Aero Ab-101 in service with the Slovakian Air Force.

Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.
At least one Slovakian Ab-101 (together with two Letov S-328s) managed to escape to Poland on the 7th of June 1939, three months after the Slovakian Air Force was created and three months before the German attack on Poland in September the same year.
Shortly after the Germans had occupied Dblin airport, the next picture was taken. Surprisingly, the Aero shown here, still wears its former Czechoslovakian markings, but to my opinion, this has to be the same aircraft.
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Sección 6 - El Aero A-104, la última variante del Aero A-100 serie.

Por supuesto, la fábrica Aero era plenamente consciente de los resultados insatisfactorios de su A-100, A 101 y biplanos Ab-101. Por lo tanto el proyecto A-100B se inició a mediados de los años treinta, básicamente, un nuevo diseño A-100 de configuración monoplano alto de metal en su mayoría. El desarrollo de esta propuesta fue rechazada por la Fuerza Aérea de Checoslovaquia hasta 1936, dándose cuenta de que los tipos más modernos de aviones no podrían ser entregados antes de 1939.
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Section 6 The Aero A-104, the last variant of the Aero A-100 series.

Of course, the Aero factory was fully aware of the unsatisfactory performance of their A-100 , A-101 and Ab-101 biplanes. Therefore the project A-100B was started in the mid-thirties, basically a redesigned A-100 to a mostly metal high strutted monoplane configuration.. Development of this proposal was refused by the Czechoslovakian Air Force until 1936, realizing that more modern types of aircraft could not being delivered before 1939.
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Imágenes 94-96: El prototipo del Aero A-104, durante sus pruebas finales en el Instituto Militar de Aviación de Checoslovaquia, en Prostejov (VTLU), codificados s25.

En 1936 se hizo un pedido de un prototipo. Los cambios en la aplicación de la propuesta original contenía el uso del fuselage del Ab-101 casi sin cambios Ab-101, incluido el 12Ydrs Hispano Suiza y una configuración de cabina cerrada
El prototipo completado con éxito su programa de pruebas militares en el primer semestre de 1938.Performance era mucho mejor que la de la ex biplanos Aero, pero, por desgracia, un retraso en el desarrollo en relación con la introducción de la B-71 causó la cancelación de un mayor desarrollo y la producción.
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Pictures 94-96: The prototype of the Aero A-104, during its final tests at the Czech Military Aviation Institute at Prostejov (VTLU), coded s25.

In 1936 an order was placed for a prototype. Changes in the implementation of the original proposal contained the use of an almost unchanged Ab-101 fuselage including the Hispano Suiza 12Ydrs and an enclosed cockpit configuration
The prototype successfully completed its military test program in the first half of 1938.Performance was much better than that of the former Aero biplanes, but unfortunately, a delay in development in conjunction with the introduction of the B-71 caused the cancelation of further development and production.


Abrazotes,

Peter.




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Salvador Marín
Salvador Marín

October 9th, 2010, 8:14 am #3

muchísimas gracias una vez más, y nada más que como curiosidad te incluyo estos fotogramas de una fugaz pasada de estos aviones, aparecen en algunos documentales sobre la Guerra Civil Española y son las únicas imágenes en movimiento de los Aero en España que yo conozco.













Salva.
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Jean-Claude Guell
Jean-Claude Guell

October 9th, 2010, 8:35 am #4

Sorry, but something went wrong with the translations from English to Spanish. Maybe this time it works out better. Probably the Google-translator makes a mess of your beautiful Spanish language, but it is better than nothing.

Lo sentimos, pero algo salió mal con las traducciones del Inglés al Español. Tal vez esta vez funciona mejor. Probablemente, el traductor de Google hace un lío de su hermosa lengua española, pero es mejor que nada.

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Fotos 5-12: fotografias y perfiles de los aviones de la 71 ª y 72 vuelos, del 6o Regimiento Aéreo.

El segundo lote de 33 aviones fueron entregados entre enero y mayo de 1935 y se dividieron entre los otros vuelos de la Fuerza Aérea Checoslovaca mencionados en el cuadro se muestra a continuación:
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Pictures 5-12: Pictures and profiles of aircraft of 71st and 72nd Flight of 6th Air Regiment.

The second batch of 33 aircraft were delivered between January and may 1935 and were divided between the other flights of the Czechoslovak Air Force mentioned in the table shown below:
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Imágenes 15-17: Aviones de la 66a vuelo del segundo Regimiento Aéreo
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Pictures 15-17: Aircraft of 66th Flight of the 2nd Air Regiment
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Imágenes 23-26: El A-100 entregados a la Escuela de Vuelo Central estaban equipados con doble mando.

El A-100 era un biplano de desigual-palmo con un fuselaje de tubos de acero y alas de madera, el armamento compuesto por un par de disparos plazo fijo 7,92 mm ametralladoras Vickers y para el observador un par de ametralladoras Lewis. La carga de bombas de 600 kg podría llevarse parte verticalmente en una bahía fuselaje delantero y en parte horizontal en bastidores externos.

La energía fue proporcionada por un Avia Vr-36 (licencia de construcción Hispano-Suiza 12Nbr) 12 cilindros refrigerado por líquido de 740 caballos de fuerza máxima (650 CV nominales) de salida, ver figura 27 a continuación:
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Pictures 23-26: The A-100s delivered to the Central Flying School were fitted with dual controls.

The A-100 was an unequal-span biplane with a steel-tube fuselage and wooden wings, armament comprised a pair of fixed forward firing 7,92 mm Vickers machine guns and for the observer a pair of Lewis guns. The bomb load of 600 kg could be carried partly vertically in a forward fuselage bay and partly horizontally on external racks.

Power was provided by a Avia Vr-36 (license-built Hispano-Suiza 12Nbr) 12 cylinder liquid-cooled engine of 740 hp maximum (650 hp nominal) output, see picture 27 below:
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Un Aero A-100 (A100.28) fue modificada experimentalmente para los vuelos nocturnos, pero estas modificaciones no se llevaron a cabo en cualquier otra producción de aviones, ver figura 28 a continuación:
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One Aero A-100 (A100.28) was experimentally modified for night flying, but these modifications were not implemented on any other production aircraft, see picture 28 below:
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Cuando, el 15 de marzo, la Wehrmacht alemana ocuparon Bohemia y Moravia, la la Fuerza Aérea de Checoslovaquia fue disuelta y un número de A-100 y A-101 biplanos de reconocimiento y de su contraparte bombardero ligero, el Ab-101 fueron capturados por la Luftwaffe con fines de entrenar. En total, unos dieciséis A-100 y Ab-101S fueron entregados a la recién creada Fuerza Aérea de Eslovaquia y diez de ellos aún sirve en el sexto vuelo el 1 de enero de 1940.

Sección 2 - El servicio de Aero A-100 en la Luftwaffe:

Casi nada se sabe de mí sobre el uso del Aero A-100 de la Luftwaffe, sólo que eran operados por una o más de las FFSs (escuelas de vuelo). Hay un montón de especulaciones acerca de dónde y por qué las unidades. Tal vez Dusan Slezak nos puede proporcionar algunos datos de las publicaciones checo o eslovaco.
La única prueba que tengo son un par de fotos, lamentablemente sin ningún tipo de códigos de identificación legible.
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When, on the 15th of March, the German Wehrmacht occupied Bohemia and Moravia, the Czechoslovakian Air Force was dissolved and a number of A-100 and A-101 reconnaissance biplanes and their light bomber counterpart, the Ab-101 were seized by the Luftwaffe for training purposes. Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.

Section 2 - The Aero A-100 in Luftwaffe service:

Almost nothing is known to me about the use of the Aero A-100 in Luftwaffe service, only that they were operated by one or more FFSs (Flying Schools). There is a lot of speculation about where and by what units. Maybe Dusan Slezak can provide us some facts from Czech or Slovak publications.
The only proof I have are a couple of pictures, unfortunately without any readable identification codes.
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Imágenes 29-30: Aero A-100s de la Luftwaffe. Aunque el motor del Aero en la segunda foto está cubierta, no veo que ninguna de escape que sobresale en la parte superior de la cubierta, así que supongo que se trata de un A-100 también.

Sección 3 - El Aero A-100 en la Fuerza Aérea de Eslovaquia.

Como dije antes, unos dieciséis A-100s + PR-101s fueron entregados a la recién creada Fuerza Aérea de Eslovaquia (bajo el patrocinio de la Luftwaffe) y fueron asignados al Regimiento Aireo 3 (Letecky Pluk 3), sexto vuelo.
En la segunda mitad de 1939 la S.A.F. hizo una inconexa pocos ataques contra objetivos de Polonia en apoyo de la Luftwaffe, incluyendo una incursión de bombardeo en Tarnopol. La combinación de aviones obsoletos y la falta total de entusiasmo por parte de las tripulaciones Eslovaca producido previsibles resultados mediocres. Hasta donde yo sé no hay A-100s tomaron parte en estos ataques. A partir de entonces todos los A-100s se utilizaron sólo para fines de entrenar. En el curso de 1942, el material obsoleto de la Fuerza Aérea de Eslovaquia fue reemplazado por el equipo más moderno de Alemania y el 1 de enero de 1943 no era más A-100s en su inventario.
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Pictures 29-30: Aero A-100s of the Luftwaffe. Although the engine of the Aero in the second picture is covered, I dont see any protruding exhausts on the upper side of the cover, so I suppose this is a A-100 as well.

Section 3 The Aero A-100 in the Slovakian Air Force.

As told before, some sixteen A-100s + Ab-101s were handed over to the newly created Slovakian Air Force (under Luftwaffe patronage) and were assigned to the 3rd Air regiment (Letecky Pluk 3), 6th Flight.
In the second half of 1939 the S.A.F. made a few desultory attacks on Polish targets in support of the Luftwaffe, including a bombing raid on Tarnopol. The combination of obsolete aircraft and a total lack of enthusiasm on the part of the Slovak aircrews produced predictable unimpressive results. As far as I know no A-100s took part on these assaults. From then on all A-100s were only used for training purposes. In the course of 1942 the obsolete material of the Slovak Air Force was replaced by more modern German equipment and on the 1st of January 1943 there was no more A-100 in its inventory.
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Imágenes 31-36: A-100s en diferentes regímenes en color de la Fuerza Aérea de Eslovaquia.

Sección 4 - El Aero A-101 - Servicio de Desarrollo y en Checoslovaquia hasta 1937:

El A-101 fue un desarrollo posterior de la A-100, con mayor envergadura, el timón ampliada y más importante que un motor más potente: la Praga construido Isotta Fraschini Asso-1000 18-cylindir refrigeración líquida W-motor de 1.000 caballos de fuerza máxima (800 CV nominales) de salida. Debido a que hubo un excedente de estos motores, que parecía ser una buena idea para utilizar estos motores para una versión más potente de la A-100. El primer prototipo voló en diciembre de 1934 y una línea de producción de 30 piezas se inició junto con el segundo lote de A-100. El último avión de estas series fueron adquiridas por la Fuerza Aérea en enero de 1936 y la aeronave fueron asignados a la 6 º Regimiento Aéreo.
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Pictures 31-36: A-100s in different Slovak Air Force schemes.

Section 4 The Aero A-101 - Development and service in Czechoslovakia until 1937:

The A-101 was a further development of the A-100, featuring increased wing span, enlarged rudder and most important a more powerful engine: the Praga built Isotta-Fraschini Asso-1000 18-cylindir liquid-cooled W-engine of 1000 hp maximum (800 hp nominal) output. Because there was a surplus of these engines, it seemed to be a good idea to use these engines for a more potent version of the A-100. The prototype first flew in December 1934 and a production line of 30 pieces was started alongside the second batch of A-100s. The last aircraft of these series were taken over by the Air Force in January 1936 and the aircraft were assigned to the 6th Air Regiment.
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Imágenes 37-39: Los planes de la A-101 y una foto de su pesada W-motor de 18 cilindros.

Durante su programa de pruebas en el Instituto Nacional de Aviación Militar Checa en Prostejov (VTLU), el prototipo (código S23) resultó ser mucho de ser satisfactoria. El motor era muy pesado no aptos para su marco de aire, el rendimiento general fue muy decepcionante, e incluso características de vuelo eran inferiores a los de la A-100. Así que el gobierno de Checoslovaquia perdió el interés total en el proyecto y fue un gran alivio para deshacerse de este tipo cuando el gobierno español mostró interés e incluso se ofreció a comprar unos cincuenta A-101s.
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Pictures 37-39: Plans of the A-101 and a picture of its heavy 18-cylinder W-engine.

During its test program at the Czech Military Aviation Institute at Prostejov (VTLU), the prototype (coded s23) proved to be far from satisfactory. The very heavy engine was unsuited for its air frame, overall performance was very disappointing, and even flying characteristics were inferior to those of the A-100. So the Czechoslovak government lost total interest in the project and was very relieved to get rid of this type when the Spanish government showed interest and even offered to purchase some fifty A-101s.
==================================================================
A principios de 1937, cuando la orden española tenía que cumplirse, todavía había 28 A-101s totalmente reparadas en el inventario de la Fuerza Aérea de Checoslovaquia.

Imágenes 40-44: El primer A-101 (A101.1) prototipo alias s23, y A-101S que prestan servicios en el 71 ª y 72 ª Vuelo del 6 º Regimiento Aéreo.

Sección 4 - El Aero A-101 en los cielos en español:
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In early 1937, when the Spanish order had to be fulfilled, there were still 28 fully serviceable A-101s in the inventory of the Czechoslovakian Air Force.

Pictures 40-44: The first A-101 (A101.1) prototype alias s23, and A-101s serving with the 71st and 72nd Flight of the 6th Air Regiment.

Section 4 The Aero A-101 in Spanish skies:
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Imágenes 45-52: Imágenes de la primera expedición de Aero A-101 a España, respectivamente, 17-1, 17-3, 17-8 (2x), 17-9, 17-10 y 17-11.

La mayoría de las fuentes se contradicen al mencionar los números y tipos de Aero entregado a España.
Por ejemplo, Gerald Howson se citan un total de 47 aeronaves en su libro "Aircaft de la Guerra Civil 1936-1939" (ISBN 0-85177-842-9 - 1990) y cito algunas frases aquí:
El 8 de abril de 1937 los primeros 22 Aero A-101s dejó el puerto polaco de Gdynia, a bordo de la Hordena, El Hordena, sin embargo, fue capturado por el crucero Nacionalista Canarias en la bahía de Vizcaya el 16 de abril de 1937, y, después de montaje, el Aeros se formaron en dos escuadrillas de la fuerza aérea nacionalista español.
Mientras tanto, 16 Aero Ab-101s (Hispano-Suiza 12Ydrs motores V-nominal de 725 CV) llegó a la zona republicana durante el verano de 1937 y se reunieron en un taller de subterráneos construidos en las cuevas cerca de Madrid. Teniendo el código de tipo 'LN' (o 'LA', según algunas fuentes), que participó en su primera acción durante la batalla de Belchite en agosto de 1937.
Un tercer grupo, de 9 de Aeros, probablemente, A-101s, llegó a Francia durante el verano de 1937 y fue confiscada por las autoridades francesas. Cuando la frontera franco-española se abrió desde 19 marzo-13 junio 1938, sin embargo, se les permitió cruzar a España y se reunieron en Figueres, en Cataluña, en mayo.
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Pictures 45-52: Pictures of the first shipment of Aero A-101s to Spain, respectively 17-1, 17-3, 17-8(2x), 17-9, 17-10 and 17-11.

Most sources contradict each other in mentioning numbers and types of Aeros delivered to Spain.
For instance Gerald Howson is mentioning a total of 47 aircraft in his book Aircaft of the Civil War 1936-1939 (ISBN 0-85177-842-9 - 1990) and I quote some sentences here:
On the 8th of April 1937 the first 22 Aero A-101s left the Polish port of Gdynia on board the Hordena, The Hordena, however, was captured by the Nationalist cruiser Canarias in the bay of Biscay on 16 april 1937, and, after assembly, the Aeros were formed into two escuadrillas of the Spanish Nationalist air arm.
Meanwhile, 16 Aero Ab-101s (Hispano-Suiza 12Ydrs V-engines rated at 725 hp) arrived in the Republican zone during the summer of 1937 and were assembled in an underground workshop built in caves near Madrid. Bearing the type code LN (or LA according to some sources), they took part in their first action during the battle of Belchite in August 1937.
A third batch of 9 Aeros, probably A-101s, arrived in France during the summer of 1937 and was impounded by the French authorities. When the Franco-Spanish frontier was opened from 19 March to 13 June 1938, however, they were allowed to cross into Spain and were assembled at Figueras, in Catalonia, in May.
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Imágenes 53-61: Algunas fotos más de la primera expedición de Aero A-101s a España, respectivamente, 17-12 (2x), 17-13, 17-14 (2x), 17-15, 17-16, 17-20 y 17-22.

Nuestro querido amigo Juan Arraez Cerda, sin embargo, menciona un total de 28 aeronaves (todos los A-101) en la edición 2003-05 de Avions (no 122): los 22 emitido por el Hordena y seis aviones que fueron confiscados por las autoridades francesas .
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Pictures 53-61: Some more pictures of the first shipment of Aero A-101s to Spain, respectively 17-12(2x), 17-13, 17-14(2x), 17-15, 17-16, 17-20 and 17-22.

Our dear friend Juan Arraez Cerda, however, mentions a total of 28 aircraft (all A-101s) in the 2003-05 issue of Avions (no 122): the 22 delivered by the Hordena and 6 aircraft that were impounded by the French authorities.
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Imágenes 62-70: Más imágenes de un A-101 nacionalista, sin reconocer los números de serie, que muestra los últimos seis A 101s-reunidos por los nacionalistas por el parade de Barajas después del fin de las hostilidades en mayo de 1939.

Como un completo extraño, pero debido al hecho de que los checos sólo puede ofrecer un máximo de 28 A 101s (véase la sección 3) y porque nunca he visto una foto de un Ab-101 español (célula diferentes, el motor diferente, consulte sección 5), ni he visto ninguna que citan fuentes de la entrega de estos aviones, me inclino a creer que Juan tiene toda la razón.
Y ya que el artículo de Juan es muy informativo, también se menciona el uso operacional de los A-101s a la que tengo poco que añadir, doy los enlaces para descargar este tema bien:

http://rapidshare.com/files/56277796/av ... 1.rar.html
http://rapidshare.com/files/56278832/av ... 2.rar.html
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Pictures 62-70: Other pictures of Nationalist A-101s without recognizable serial numbers, the last showing six A-101s gathered together by the Nationalists for the Barajas air-show after the end of hostilities in May 1939.

As a complete outsider, but due to the fact that the Czechs could only deliver a maximum of 28 A-101s (see section 3) and because I have never seen a picture of a Spanish Ab-101 (different airframe, different engine, see section 5), nor have seen any sources mentioning the delivery of these aircraft, I tend to believe that Juan is completely right.
And because Juans article is very informative, also mentioning the operational use of the A-101s to which I have little to add, I hereby give the links to download this fine issue:

http://rapidshare.com/files/56277796/av ... 1.rar.html
http://rapidshare.com/files/56278832/av ... 2.rar.html
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Imágenes 71-78: La mayoría, por lo que no todas estas fotos del A-101 "LA-002" republicano se han efectuado en una sesión de fotos de propaganda en La Señara. Fotos en otros lugares o de diferentes A-101s republicanos son desconocidos para mí.

No hay registros de ningún superviviente A-101 republicano, pero los nacionalistas renovado 16 de sus propios después de la guerra y marzo 1940 trece estaban en el inventario del Ejército del Aire. Todos 101S A-fueron retirados del servicio en 1946.

Sección 5 - El Aero Ab-101 - Servicio de Desarrollo y en Checoslovaquia hasta 1937:
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Pictures 71-78: Most, so not all of these pictures of the Republican A-101 LA-002 are taken during a propagandistic photo session at La Señara. Photos at other locations or from different Republican A-101s are unknown to me.

There are no records of any surviving Republican A-101s, but the Nationalists renovated 16 of their own after the war and in March 1940 thirteen were still in the inventory of the Ejercito del Aire. All A-101s were withdrawn from service by 1946.

Section 5 The Aero Ab-101 - Development and service in Czechoslovakia until 1937:
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Después de la venta de su A-101s a España, la Fuerza Aérea de la Checoslovaquia se enfrenta con el hecho de tener muy poco aviones operativa / de entrenamiento para su componente bombardero ligero y el desarrollo y entrega de equipos más modernos (A-300 y B-71 ) iba a durar por muchos años. Así que se tomó la decisión de poner una moderna Hispano Suiza 12Ydrs construida par Praga (por ejemplo, el motor estándar para el Avia B-534) en el nuevo diseño del fuselaje como un salir del paso. Así que el Ab-101 nació, el prototipo voló en septiembre de 1935, se hizo un pedido de 64 aviones de producción, y la producción continuó hasta 1937.
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After the sale of their A-101s to Spain, the Czechoslovakian Air Force was faces with the fact of having too little operational/training aircraft for their light bomber component and the development and delivery of more modern equipment (A-300 and B-71) would last for years to come. So the decision was made to put a modern Praga built Hispano Suiza 12Ydrs (for instance the standard engine for the Avia B-534) in the redesigned Aero airframe as a stop-gap. So the Ab-101 was born, the prototype was flown in September 1935, an order was placed for 64 production aircraft, and production continued until 1937.
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Imágenes 79-82: Imágenes de la J11 del Vuelo 71 de la 6 ª Regimiento Aéreo, y la H9 y H10 del vuelo 75 de la 5 º Regimiento Aéreo.

De acuerdo con la Orden de la batalla el 1 de septiembre de 1938, por lo menos las siguientes unidades fueron equipadas con el Ab-101:

Quinto Regimiento Aéreo:
Vuelo 75, (kpt. Pál Vladimir) Nitra Aero Ab-101
Vuelo 76, (kpt. Miroslav Prochazka) Brno Aero Ab-101
Vuelo 77, (KPT Carlos. Dóczy) Brno Aero Ab-101

Sexto Regimiento Aéreo:
Vuelo 71, (Mjr. Dolezal Felipe) Praga-Kbely Avia B-71 (SB) y Aero Ab-101
Vuelo 72, (Kpt. Busin Emil), Praga-Kbely Avia B-71 (WB) y Aero Ab-101
Vuelo 73, (Ota kpt. Groff) Hradec Králové Aero Ab-101 y Avia B-71 (SB)
Vuelo 74, (Vaclav kpt.) Hradec Králové Aero Ab-101 y Avia B-71 (SB)
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Pictures 79-82: Pictures of the J11 of the 71st Flight of the 6th Air Regiment,and the H9 and H10 of the 75th flight of the 5th Air Regiment.

According to the Order of Battle at 1 September 1938, at least the following units were equipped with the Ab-101:

5th Air regiment:
Flight 75, (kpt. Vladimir Pál) Nitra Aero Ab-101
Flight 76, (kpt. Miroslav Prochazka) Brno Aero Ab-101
Flight 77, (Charles kpt. Dóczy) Brno Aero Ab-101

6th Air Regiment:
Flight 71, (Mjr. Philip Dolezal) Prague-Kbely Avia B-71 (SB) & Aero Ab-101
Flight 72, (Kpt. Emil busin), Prague-Kbely Avia B-71 (WB) & Aero Ab-101
Flight 73, (Ota kpt. Groff) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)
Flight 74, (Vaclav kpt. disgusting) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)
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Fotos 83+84: Imágenes de la N7 del Vuelo 73 de Regimiento de aire 6.

Después de la ocupación alemana, la mayor parte de los Ab-101s se fueron capturados por la Luftwaffe para fines de entrenamiento y algunos fueron entregados a la recién creada Fuerza Aérea de Eslovaquia

Sección 6 - El Aero Ab-101 - servicio en la Luftwaffe.
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Pictures 83+84: Pictures of the N7 of the 73rd Flight of the 6th Air Regiment.

After the German occupation most the Ab-101s were were seized by the Luftwaffe for training purposes and some were handed over to the newly created Slovakian Air Force

Section 6 The Aero Ab-101 in Luftwaffe service.
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Fotos 85+86: AB-101 de Sch./RAR33 con esvástica muy crudo.

Se sabe muy poco sobre el uso de la Ab-101 con varias escuelas de entrenamiento de la Luftwaffe, ni cuando estos aviones fueron reemplazados por diseños más competentes alemanas. Tal vez algunos lectores checo, eslovaco o el alemán nos puede proporcionar algunos datos más sobre este tema. Los únicos datos duros que tengo son algunas fotos del Ab-101 en colores de Luftwaffe y voy a mostrar el resultado de estos a continuación sin ningún tipo de comentarios, especulaciones o suposiciones.
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Pictures 85+86: An Ab-101 of Sch./RAR33 with very crude swastika.

Very little is known about the use of the Ab-101 with several Luftwaffe training schools, nor when these aircraft were replaced by more competent German designs. Maybe some Czech, Slovakian or German readers can provide us some more facts about this subject. The only hard facts I have are some pictures of Ab-101s in Luftwaffe colors and I will show these below without any comment, speculations or assumptions.
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Imágenes 87-93: Imágenes de Aero Ab-104 utilizado por la Luftwaffe, por ejemplo, las FFS A / B 113 y 116.

Sección 6 - El Aero Ab-101 - en el servicio con la Fuerza Aérea de Eslovaquia.

En total, unos dieciséis A-100s y Ab-101s fueron entregados a la recién creada Fuerza Aérea de Eslovaquia y diez de ellos aún sirve en el sexto vuelo el 1 de enero de 1940.
Por lo menos un Ab-101 eslovaco (junto con dos Letov S-328s) logró escapar a Polonia el 7 de junio de 1939, tres meses después el Fuerza Aérea Eslovaco fue creada y tres meses antes del ataque alemán a Polonia en septiembre de la misma año.
Poco después de que los alemanes habían ocupado el aeropuerto de Deblin, la siguiente foto fue tomada. Sorprendentemente, el Aero se muestra aquí, todavía lleva las marcas de ex Checoslovaquia, pero a mi juicio, esto tiene que ser el mismo avión.
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Pictures 87-93: Pictures of Aero Ab-104s used by the Luftwaffe, for instance by FFS A/B 113 and 116.

Section 6 The Aero Ab-101 in service with the Slovakian Air Force.

Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.
At least one Slovakian Ab-101 (together with two Letov S-328s) managed to escape to Poland on the 7th of June 1939, three months after the Slovakian Air Force was created and three months before the German attack on Poland in September the same year.
Shortly after the Germans had occupied Dblin airport, the next picture was taken. Surprisingly, the Aero shown here, still wears its former Czechoslovakian markings, but to my opinion, this has to be the same aircraft.
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Sección 6 - El Aero A-104, la última variante del Aero A-100 serie.

Por supuesto, la fábrica Aero era plenamente consciente de los resultados insatisfactorios de su A-100, A 101 y biplanos Ab-101. Por lo tanto el proyecto A-100B se inició a mediados de los años treinta, básicamente, un nuevo diseño A-100 de configuración monoplano alto de metal en su mayoría. El desarrollo de esta propuesta fue rechazada por la Fuerza Aérea de Checoslovaquia hasta 1936, dándose cuenta de que los tipos más modernos de aviones no podrían ser entregados antes de 1939.
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Section 6 The Aero A-104, the last variant of the Aero A-100 series.

Of course, the Aero factory was fully aware of the unsatisfactory performance of their A-100 , A-101 and Ab-101 biplanes. Therefore the project A-100B was started in the mid-thirties, basically a redesigned A-100 to a mostly metal high strutted monoplane configuration.. Development of this proposal was refused by the Czechoslovakian Air Force until 1936, realizing that more modern types of aircraft could not being delivered before 1939.
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Imágenes 94-96: El prototipo del Aero A-104, durante sus pruebas finales en el Instituto Militar de Aviación de Checoslovaquia, en Prostejov (VTLU), codificados s25.

En 1936 se hizo un pedido de un prototipo. Los cambios en la aplicación de la propuesta original contenía el uso del fuselage del Ab-101 casi sin cambios Ab-101, incluido el 12Ydrs Hispano Suiza y una configuración de cabina cerrada
El prototipo completado con éxito su programa de pruebas militares en el primer semestre de 1938.Performance era mucho mejor que la de la ex biplanos Aero, pero, por desgracia, un retraso en el desarrollo en relación con la introducción de la B-71 causó la cancelación de un mayor desarrollo y la producción.
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Pictures 94-96: The prototype of the Aero A-104, during its final tests at the Czech Military Aviation Institute at Prostejov (VTLU), coded s25.

In 1936 an order was placed for a prototype. Changes in the implementation of the original proposal contained the use of an almost unchanged Ab-101 fuselage including the Hispano Suiza 12Ydrs and an enclosed cockpit configuration
The prototype successfully completed its military test program in the first half of 1938.Performance was much better than that of the former Aero biplanes, but unfortunately, a delay in development in conjunction with the introduction of the B-71 caused the cancelation of further development and production.


Abrazotes,

Peter.



Una vez mas nos ayuda con un trabajo de referencia.

Gracias.
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Joined: June 26th, 2007, 12:08 pm

October 9th, 2010, 9:27 am #5

Sorry, but something went wrong with the translations from English to Spanish. Maybe this time it works out better. Probably the Google-translator makes a mess of your beautiful Spanish language, but it is better than nothing.

Lo sentimos, pero algo salió mal con las traducciones del Inglés al Español. Tal vez esta vez funciona mejor. Probablemente, el traductor de Google hace un lío de su hermosa lengua española, pero es mejor que nada.

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Fotos 5-12: fotografias y perfiles de los aviones de la 71 ª y 72 vuelos, del 6o Regimiento Aéreo.

El segundo lote de 33 aviones fueron entregados entre enero y mayo de 1935 y se dividieron entre los otros vuelos de la Fuerza Aérea Checoslovaca mencionados en el cuadro se muestra a continuación:
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Pictures 5-12: Pictures and profiles of aircraft of 71st and 72nd Flight of 6th Air Regiment.

The second batch of 33 aircraft were delivered between January and may 1935 and were divided between the other flights of the Czechoslovak Air Force mentioned in the table shown below:
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Imágenes 15-17: Aviones de la 66a vuelo del segundo Regimiento Aéreo
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Pictures 15-17: Aircraft of 66th Flight of the 2nd Air Regiment
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Imágenes 23-26: El A-100 entregados a la Escuela de Vuelo Central estaban equipados con doble mando.

El A-100 era un biplano de desigual-palmo con un fuselaje de tubos de acero y alas de madera, el armamento compuesto por un par de disparos plazo fijo 7,92 mm ametralladoras Vickers y para el observador un par de ametralladoras Lewis. La carga de bombas de 600 kg podría llevarse parte verticalmente en una bahía fuselaje delantero y en parte horizontal en bastidores externos.

La energía fue proporcionada por un Avia Vr-36 (licencia de construcción Hispano-Suiza 12Nbr) 12 cilindros refrigerado por líquido de 740 caballos de fuerza máxima (650 CV nominales) de salida, ver figura 27 a continuación:
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Pictures 23-26: The A-100s delivered to the Central Flying School were fitted with dual controls.

The A-100 was an unequal-span biplane with a steel-tube fuselage and wooden wings, armament comprised a pair of fixed forward firing 7,92 mm Vickers machine guns and for the observer a pair of Lewis guns. The bomb load of 600 kg could be carried partly vertically in a forward fuselage bay and partly horizontally on external racks.

Power was provided by a Avia Vr-36 (license-built Hispano-Suiza 12Nbr) 12 cylinder liquid-cooled engine of 740 hp maximum (650 hp nominal) output, see picture 27 below:
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Un Aero A-100 (A100.28) fue modificada experimentalmente para los vuelos nocturnos, pero estas modificaciones no se llevaron a cabo en cualquier otra producción de aviones, ver figura 28 a continuación:
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One Aero A-100 (A100.28) was experimentally modified for night flying, but these modifications were not implemented on any other production aircraft, see picture 28 below:
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Cuando, el 15 de marzo, la Wehrmacht alemana ocuparon Bohemia y Moravia, la la Fuerza Aérea de Checoslovaquia fue disuelta y un número de A-100 y A-101 biplanos de reconocimiento y de su contraparte bombardero ligero, el Ab-101 fueron capturados por la Luftwaffe con fines de entrenar. En total, unos dieciséis A-100 y Ab-101S fueron entregados a la recién creada Fuerza Aérea de Eslovaquia y diez de ellos aún sirve en el sexto vuelo el 1 de enero de 1940.

Sección 2 - El servicio de Aero A-100 en la Luftwaffe:

Casi nada se sabe de mí sobre el uso del Aero A-100 de la Luftwaffe, sólo que eran operados por una o más de las FFSs (escuelas de vuelo). Hay un montón de especulaciones acerca de dónde y por qué las unidades. Tal vez Dusan Slezak nos puede proporcionar algunos datos de las publicaciones checo o eslovaco.
La única prueba que tengo son un par de fotos, lamentablemente sin ningún tipo de códigos de identificación legible.
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When, on the 15th of March, the German Wehrmacht occupied Bohemia and Moravia, the Czechoslovakian Air Force was dissolved and a number of A-100 and A-101 reconnaissance biplanes and their light bomber counterpart, the Ab-101 were seized by the Luftwaffe for training purposes. Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.

Section 2 - The Aero A-100 in Luftwaffe service:

Almost nothing is known to me about the use of the Aero A-100 in Luftwaffe service, only that they were operated by one or more FFSs (Flying Schools). There is a lot of speculation about where and by what units. Maybe Dusan Slezak can provide us some facts from Czech or Slovak publications.
The only proof I have are a couple of pictures, unfortunately without any readable identification codes.
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Imágenes 29-30: Aero A-100s de la Luftwaffe. Aunque el motor del Aero en la segunda foto está cubierta, no veo que ninguna de escape que sobresale en la parte superior de la cubierta, así que supongo que se trata de un A-100 también.

Sección 3 - El Aero A-100 en la Fuerza Aérea de Eslovaquia.

Como dije antes, unos dieciséis A-100s + PR-101s fueron entregados a la recién creada Fuerza Aérea de Eslovaquia (bajo el patrocinio de la Luftwaffe) y fueron asignados al Regimiento Aireo 3 (Letecky Pluk 3), sexto vuelo.
En la segunda mitad de 1939 la S.A.F. hizo una inconexa pocos ataques contra objetivos de Polonia en apoyo de la Luftwaffe, incluyendo una incursión de bombardeo en Tarnopol. La combinación de aviones obsoletos y la falta total de entusiasmo por parte de las tripulaciones Eslovaca producido previsibles resultados mediocres. Hasta donde yo sé no hay A-100s tomaron parte en estos ataques. A partir de entonces todos los A-100s se utilizaron sólo para fines de entrenar. En el curso de 1942, el material obsoleto de la Fuerza Aérea de Eslovaquia fue reemplazado por el equipo más moderno de Alemania y el 1 de enero de 1943 no era más A-100s en su inventario.
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Pictures 29-30: Aero A-100s of the Luftwaffe. Although the engine of the Aero in the second picture is covered, I dont see any protruding exhausts on the upper side of the cover, so I suppose this is a A-100 as well.

Section 3 The Aero A-100 in the Slovakian Air Force.

As told before, some sixteen A-100s + Ab-101s were handed over to the newly created Slovakian Air Force (under Luftwaffe patronage) and were assigned to the 3rd Air regiment (Letecky Pluk 3), 6th Flight.
In the second half of 1939 the S.A.F. made a few desultory attacks on Polish targets in support of the Luftwaffe, including a bombing raid on Tarnopol. The combination of obsolete aircraft and a total lack of enthusiasm on the part of the Slovak aircrews produced predictable unimpressive results. As far as I know no A-100s took part on these assaults. From then on all A-100s were only used for training purposes. In the course of 1942 the obsolete material of the Slovak Air Force was replaced by more modern German equipment and on the 1st of January 1943 there was no more A-100 in its inventory.
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Imágenes 31-36: A-100s en diferentes regímenes en color de la Fuerza Aérea de Eslovaquia.

Sección 4 - El Aero A-101 - Servicio de Desarrollo y en Checoslovaquia hasta 1937:

El A-101 fue un desarrollo posterior de la A-100, con mayor envergadura, el timón ampliada y más importante que un motor más potente: la Praga construido Isotta Fraschini Asso-1000 18-cylindir refrigeración líquida W-motor de 1.000 caballos de fuerza máxima (800 CV nominales) de salida. Debido a que hubo un excedente de estos motores, que parecía ser una buena idea para utilizar estos motores para una versión más potente de la A-100. El primer prototipo voló en diciembre de 1934 y una línea de producción de 30 piezas se inició junto con el segundo lote de A-100. El último avión de estas series fueron adquiridas por la Fuerza Aérea en enero de 1936 y la aeronave fueron asignados a la 6 º Regimiento Aéreo.
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Pictures 31-36: A-100s in different Slovak Air Force schemes.

Section 4 The Aero A-101 - Development and service in Czechoslovakia until 1937:

The A-101 was a further development of the A-100, featuring increased wing span, enlarged rudder and most important a more powerful engine: the Praga built Isotta-Fraschini Asso-1000 18-cylindir liquid-cooled W-engine of 1000 hp maximum (800 hp nominal) output. Because there was a surplus of these engines, it seemed to be a good idea to use these engines for a more potent version of the A-100. The prototype first flew in December 1934 and a production line of 30 pieces was started alongside the second batch of A-100s. The last aircraft of these series were taken over by the Air Force in January 1936 and the aircraft were assigned to the 6th Air Regiment.
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Imágenes 37-39: Los planes de la A-101 y una foto de su pesada W-motor de 18 cilindros.

Durante su programa de pruebas en el Instituto Nacional de Aviación Militar Checa en Prostejov (VTLU), el prototipo (código S23) resultó ser mucho de ser satisfactoria. El motor era muy pesado no aptos para su marco de aire, el rendimiento general fue muy decepcionante, e incluso características de vuelo eran inferiores a los de la A-100. Así que el gobierno de Checoslovaquia perdió el interés total en el proyecto y fue un gran alivio para deshacerse de este tipo cuando el gobierno español mostró interés e incluso se ofreció a comprar unos cincuenta A-101s.
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Pictures 37-39: Plans of the A-101 and a picture of its heavy 18-cylinder W-engine.

During its test program at the Czech Military Aviation Institute at Prostejov (VTLU), the prototype (coded s23) proved to be far from satisfactory. The very heavy engine was unsuited for its air frame, overall performance was very disappointing, and even flying characteristics were inferior to those of the A-100. So the Czechoslovak government lost total interest in the project and was very relieved to get rid of this type when the Spanish government showed interest and even offered to purchase some fifty A-101s.
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A principios de 1937, cuando la orden española tenía que cumplirse, todavía había 28 A-101s totalmente reparadas en el inventario de la Fuerza Aérea de Checoslovaquia.

Imágenes 40-44: El primer A-101 (A101.1) prototipo alias s23, y A-101S que prestan servicios en el 71 ª y 72 ª Vuelo del 6 º Regimiento Aéreo.

Sección 4 - El Aero A-101 en los cielos en español:
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In early 1937, when the Spanish order had to be fulfilled, there were still 28 fully serviceable A-101s in the inventory of the Czechoslovakian Air Force.

Pictures 40-44: The first A-101 (A101.1) prototype alias s23, and A-101s serving with the 71st and 72nd Flight of the 6th Air Regiment.

Section 4 The Aero A-101 in Spanish skies:
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Imágenes 45-52: Imágenes de la primera expedición de Aero A-101 a España, respectivamente, 17-1, 17-3, 17-8 (2x), 17-9, 17-10 y 17-11.

La mayoría de las fuentes se contradicen al mencionar los números y tipos de Aero entregado a España.
Por ejemplo, Gerald Howson se citan un total de 47 aeronaves en su libro "Aircaft de la Guerra Civil 1936-1939" (ISBN 0-85177-842-9 - 1990) y cito algunas frases aquí:
El 8 de abril de 1937 los primeros 22 Aero A-101s dejó el puerto polaco de Gdynia, a bordo de la Hordena, El Hordena, sin embargo, fue capturado por el crucero Nacionalista Canarias en la bahía de Vizcaya el 16 de abril de 1937, y, después de montaje, el Aeros se formaron en dos escuadrillas de la fuerza aérea nacionalista español.
Mientras tanto, 16 Aero Ab-101s (Hispano-Suiza 12Ydrs motores V-nominal de 725 CV) llegó a la zona republicana durante el verano de 1937 y se reunieron en un taller de subterráneos construidos en las cuevas cerca de Madrid. Teniendo el código de tipo 'LN' (o 'LA', según algunas fuentes), que participó en su primera acción durante la batalla de Belchite en agosto de 1937.
Un tercer grupo, de 9 de Aeros, probablemente, A-101s, llegó a Francia durante el verano de 1937 y fue confiscada por las autoridades francesas. Cuando la frontera franco-española se abrió desde 19 marzo-13 junio 1938, sin embargo, se les permitió cruzar a España y se reunieron en Figueres, en Cataluña, en mayo.
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Pictures 45-52: Pictures of the first shipment of Aero A-101s to Spain, respectively 17-1, 17-3, 17-8(2x), 17-9, 17-10 and 17-11.

Most sources contradict each other in mentioning numbers and types of Aeros delivered to Spain.
For instance Gerald Howson is mentioning a total of 47 aircraft in his book Aircaft of the Civil War 1936-1939 (ISBN 0-85177-842-9 - 1990) and I quote some sentences here:
On the 8th of April 1937 the first 22 Aero A-101s left the Polish port of Gdynia on board the Hordena, The Hordena, however, was captured by the Nationalist cruiser Canarias in the bay of Biscay on 16 april 1937, and, after assembly, the Aeros were formed into two escuadrillas of the Spanish Nationalist air arm.
Meanwhile, 16 Aero Ab-101s (Hispano-Suiza 12Ydrs V-engines rated at 725 hp) arrived in the Republican zone during the summer of 1937 and were assembled in an underground workshop built in caves near Madrid. Bearing the type code LN (or LA according to some sources), they took part in their first action during the battle of Belchite in August 1937.
A third batch of 9 Aeros, probably A-101s, arrived in France during the summer of 1937 and was impounded by the French authorities. When the Franco-Spanish frontier was opened from 19 March to 13 June 1938, however, they were allowed to cross into Spain and were assembled at Figueras, in Catalonia, in May.
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Imágenes 53-61: Algunas fotos más de la primera expedición de Aero A-101s a España, respectivamente, 17-12 (2x), 17-13, 17-14 (2x), 17-15, 17-16, 17-20 y 17-22.

Nuestro querido amigo Juan Arraez Cerda, sin embargo, menciona un total de 28 aeronaves (todos los A-101) en la edición 2003-05 de Avions (no 122): los 22 emitido por el Hordena y seis aviones que fueron confiscados por las autoridades francesas .
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Pictures 53-61: Some more pictures of the first shipment of Aero A-101s to Spain, respectively 17-12(2x), 17-13, 17-14(2x), 17-15, 17-16, 17-20 and 17-22.

Our dear friend Juan Arraez Cerda, however, mentions a total of 28 aircraft (all A-101s) in the 2003-05 issue of Avions (no 122): the 22 delivered by the Hordena and 6 aircraft that were impounded by the French authorities.
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Imágenes 62-70: Más imágenes de un A-101 nacionalista, sin reconocer los números de serie, que muestra los últimos seis A 101s-reunidos por los nacionalistas por el parade de Barajas después del fin de las hostilidades en mayo de 1939.

Como un completo extraño, pero debido al hecho de que los checos sólo puede ofrecer un máximo de 28 A 101s (véase la sección 3) y porque nunca he visto una foto de un Ab-101 español (célula diferentes, el motor diferente, consulte sección 5), ni he visto ninguna que citan fuentes de la entrega de estos aviones, me inclino a creer que Juan tiene toda la razón.
Y ya que el artículo de Juan es muy informativo, también se menciona el uso operacional de los A-101s a la que tengo poco que añadir, doy los enlaces para descargar este tema bien:

http://rapidshare.com/files/56277796/av ... 1.rar.html
http://rapidshare.com/files/56278832/av ... 2.rar.html
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Pictures 62-70: Other pictures of Nationalist A-101s without recognizable serial numbers, the last showing six A-101s gathered together by the Nationalists for the Barajas air-show after the end of hostilities in May 1939.

As a complete outsider, but due to the fact that the Czechs could only deliver a maximum of 28 A-101s (see section 3) and because I have never seen a picture of a Spanish Ab-101 (different airframe, different engine, see section 5), nor have seen any sources mentioning the delivery of these aircraft, I tend to believe that Juan is completely right.
And because Juans article is very informative, also mentioning the operational use of the A-101s to which I have little to add, I hereby give the links to download this fine issue:

http://rapidshare.com/files/56277796/av ... 1.rar.html
http://rapidshare.com/files/56278832/av ... 2.rar.html
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Imágenes 71-78: La mayoría, por lo que no todas estas fotos del A-101 "LA-002" republicano se han efectuado en una sesión de fotos de propaganda en La Señara. Fotos en otros lugares o de diferentes A-101s republicanos son desconocidos para mí.

No hay registros de ningún superviviente A-101 republicano, pero los nacionalistas renovado 16 de sus propios después de la guerra y marzo 1940 trece estaban en el inventario del Ejército del Aire. Todos 101S A-fueron retirados del servicio en 1946.

Sección 5 - El Aero Ab-101 - Servicio de Desarrollo y en Checoslovaquia hasta 1937:
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Pictures 71-78: Most, so not all of these pictures of the Republican A-101 LA-002 are taken during a propagandistic photo session at La Señara. Photos at other locations or from different Republican A-101s are unknown to me.

There are no records of any surviving Republican A-101s, but the Nationalists renovated 16 of their own after the war and in March 1940 thirteen were still in the inventory of the Ejercito del Aire. All A-101s were withdrawn from service by 1946.

Section 5 The Aero Ab-101 - Development and service in Czechoslovakia until 1937:
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Después de la venta de su A-101s a España, la Fuerza Aérea de la Checoslovaquia se enfrenta con el hecho de tener muy poco aviones operativa / de entrenamiento para su componente bombardero ligero y el desarrollo y entrega de equipos más modernos (A-300 y B-71 ) iba a durar por muchos años. Así que se tomó la decisión de poner una moderna Hispano Suiza 12Ydrs construida par Praga (por ejemplo, el motor estándar para el Avia B-534) en el nuevo diseño del fuselaje como un salir del paso. Así que el Ab-101 nació, el prototipo voló en septiembre de 1935, se hizo un pedido de 64 aviones de producción, y la producción continuó hasta 1937.
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After the sale of their A-101s to Spain, the Czechoslovakian Air Force was faces with the fact of having too little operational/training aircraft for their light bomber component and the development and delivery of more modern equipment (A-300 and B-71) would last for years to come. So the decision was made to put a modern Praga built Hispano Suiza 12Ydrs (for instance the standard engine for the Avia B-534) in the redesigned Aero airframe as a stop-gap. So the Ab-101 was born, the prototype was flown in September 1935, an order was placed for 64 production aircraft, and production continued until 1937.
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Imágenes 79-82: Imágenes de la J11 del Vuelo 71 de la 6 ª Regimiento Aéreo, y la H9 y H10 del vuelo 75 de la 5 º Regimiento Aéreo.

De acuerdo con la Orden de la batalla el 1 de septiembre de 1938, por lo menos las siguientes unidades fueron equipadas con el Ab-101:

Quinto Regimiento Aéreo:
Vuelo 75, (kpt. Pál Vladimir) Nitra Aero Ab-101
Vuelo 76, (kpt. Miroslav Prochazka) Brno Aero Ab-101
Vuelo 77, (KPT Carlos. Dóczy) Brno Aero Ab-101

Sexto Regimiento Aéreo:
Vuelo 71, (Mjr. Dolezal Felipe) Praga-Kbely Avia B-71 (SB) y Aero Ab-101
Vuelo 72, (Kpt. Busin Emil), Praga-Kbely Avia B-71 (WB) y Aero Ab-101
Vuelo 73, (Ota kpt. Groff) Hradec Králové Aero Ab-101 y Avia B-71 (SB)
Vuelo 74, (Vaclav kpt.) Hradec Králové Aero Ab-101 y Avia B-71 (SB)
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Pictures 79-82: Pictures of the J11 of the 71st Flight of the 6th Air Regiment,and the H9 and H10 of the 75th flight of the 5th Air Regiment.

According to the Order of Battle at 1 September 1938, at least the following units were equipped with the Ab-101:

5th Air regiment:
Flight 75, (kpt. Vladimir Pál) Nitra Aero Ab-101
Flight 76, (kpt. Miroslav Prochazka) Brno Aero Ab-101
Flight 77, (Charles kpt. Dóczy) Brno Aero Ab-101

6th Air Regiment:
Flight 71, (Mjr. Philip Dolezal) Prague-Kbely Avia B-71 (SB) & Aero Ab-101
Flight 72, (Kpt. Emil busin), Prague-Kbely Avia B-71 (WB) & Aero Ab-101
Flight 73, (Ota kpt. Groff) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)
Flight 74, (Vaclav kpt. disgusting) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)
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Fotos 83+84: Imágenes de la N7 del Vuelo 73 de Regimiento de aire 6.

Después de la ocupación alemana, la mayor parte de los Ab-101s se fueron capturados por la Luftwaffe para fines de entrenamiento y algunos fueron entregados a la recién creada Fuerza Aérea de Eslovaquia

Sección 6 - El Aero Ab-101 - servicio en la Luftwaffe.
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Pictures 83+84: Pictures of the N7 of the 73rd Flight of the 6th Air Regiment.

After the German occupation most the Ab-101s were were seized by the Luftwaffe for training purposes and some were handed over to the newly created Slovakian Air Force

Section 6 The Aero Ab-101 in Luftwaffe service.
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Fotos 85+86: AB-101 de Sch./RAR33 con esvástica muy crudo.

Se sabe muy poco sobre el uso de la Ab-101 con varias escuelas de entrenamiento de la Luftwaffe, ni cuando estos aviones fueron reemplazados por diseños más competentes alemanas. Tal vez algunos lectores checo, eslovaco o el alemán nos puede proporcionar algunos datos más sobre este tema. Los únicos datos duros que tengo son algunas fotos del Ab-101 en colores de Luftwaffe y voy a mostrar el resultado de estos a continuación sin ningún tipo de comentarios, especulaciones o suposiciones.
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Pictures 85+86: An Ab-101 of Sch./RAR33 with very crude swastika.

Very little is known about the use of the Ab-101 with several Luftwaffe training schools, nor when these aircraft were replaced by more competent German designs. Maybe some Czech, Slovakian or German readers can provide us some more facts about this subject. The only hard facts I have are some pictures of Ab-101s in Luftwaffe colors and I will show these below without any comment, speculations or assumptions.
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Imágenes 87-93: Imágenes de Aero Ab-104 utilizado por la Luftwaffe, por ejemplo, las FFS A / B 113 y 116.

Sección 6 - El Aero Ab-101 - en el servicio con la Fuerza Aérea de Eslovaquia.

En total, unos dieciséis A-100s y Ab-101s fueron entregados a la recién creada Fuerza Aérea de Eslovaquia y diez de ellos aún sirve en el sexto vuelo el 1 de enero de 1940.
Por lo menos un Ab-101 eslovaco (junto con dos Letov S-328s) logró escapar a Polonia el 7 de junio de 1939, tres meses después el Fuerza Aérea Eslovaco fue creada y tres meses antes del ataque alemán a Polonia en septiembre de la misma año.
Poco después de que los alemanes habían ocupado el aeropuerto de Deblin, la siguiente foto fue tomada. Sorprendentemente, el Aero se muestra aquí, todavía lleva las marcas de ex Checoslovaquia, pero a mi juicio, esto tiene que ser el mismo avión.
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Pictures 87-93: Pictures of Aero Ab-104s used by the Luftwaffe, for instance by FFS A/B 113 and 116.

Section 6 The Aero Ab-101 in service with the Slovakian Air Force.

Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.
At least one Slovakian Ab-101 (together with two Letov S-328s) managed to escape to Poland on the 7th of June 1939, three months after the Slovakian Air Force was created and three months before the German attack on Poland in September the same year.
Shortly after the Germans had occupied Dblin airport, the next picture was taken. Surprisingly, the Aero shown here, still wears its former Czechoslovakian markings, but to my opinion, this has to be the same aircraft.
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Sección 6 - El Aero A-104, la última variante del Aero A-100 serie.

Por supuesto, la fábrica Aero era plenamente consciente de los resultados insatisfactorios de su A-100, A 101 y biplanos Ab-101. Por lo tanto el proyecto A-100B se inició a mediados de los años treinta, básicamente, un nuevo diseño A-100 de configuración monoplano alto de metal en su mayoría. El desarrollo de esta propuesta fue rechazada por la Fuerza Aérea de Checoslovaquia hasta 1936, dándose cuenta de que los tipos más modernos de aviones no podrían ser entregados antes de 1939.
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Section 6 The Aero A-104, the last variant of the Aero A-100 series.

Of course, the Aero factory was fully aware of the unsatisfactory performance of their A-100 , A-101 and Ab-101 biplanes. Therefore the project A-100B was started in the mid-thirties, basically a redesigned A-100 to a mostly metal high strutted monoplane configuration.. Development of this proposal was refused by the Czechoslovakian Air Force until 1936, realizing that more modern types of aircraft could not being delivered before 1939.
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Imágenes 94-96: El prototipo del Aero A-104, durante sus pruebas finales en el Instituto Militar de Aviación de Checoslovaquia, en Prostejov (VTLU), codificados s25.

En 1936 se hizo un pedido de un prototipo. Los cambios en la aplicación de la propuesta original contenía el uso del fuselage del Ab-101 casi sin cambios Ab-101, incluido el 12Ydrs Hispano Suiza y una configuración de cabina cerrada
El prototipo completado con éxito su programa de pruebas militares en el primer semestre de 1938.Performance era mucho mejor que la de la ex biplanos Aero, pero, por desgracia, un retraso en el desarrollo en relación con la introducción de la B-71 causó la cancelación de un mayor desarrollo y la producción.
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Pictures 94-96: The prototype of the Aero A-104, during its final tests at the Czech Military Aviation Institute at Prostejov (VTLU), coded s25.

In 1936 an order was placed for a prototype. Changes in the implementation of the original proposal contained the use of an almost unchanged Ab-101 fuselage including the Hispano Suiza 12Ydrs and an enclosed cockpit configuration
The prototype successfully completed its military test program in the first half of 1938.Performance was much better than that of the former Aero biplanes, but unfortunately, a delay in development in conjunction with the introduction of the B-71 caused the cancelation of further development and production.


Abrazotes,

Peter.



Perfect work.
Let add:
It should be noted that the Aero A-101 and Ab-101 is very different from the Aero A-100. Therefore, I join a table comparing the basic dimensions and performance, and how the difference between these types of models, manufacturers captured 1 / 72 Kopro and Planet models.
I am not suggesting that it is accurate, but should think of it.
------------------
Hola Peter

el trabajo perfecto.
Vamos a añadir:
Cabe señalar que el Aero A-101 y AB-101 es muy diferente de la Aero A-100. Por lo tanto, me uno a un cuadro comparativo de las dimensiones básicas y el rendimiento, y cómo la diferencia entre estos tipos de modelos, los fabricantes capturado 1 / 72 - Kopro y Planet models.
No estoy sugiriendo que es exacta, pero debe pensar en ello.

One more note: Slovak Air Arms had to start in March 1939 as the only aircraft Aero Ab-101 - a German photographer who captured the Polish hangar even with the Czechoslovak signs - those were the Slovak aircraft fall into the 1939th
Salud
Dusan
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Una nota más: Eslovaco Armas Aérea tuvo que comenzar en marzo 1939 como el único avión Aero Ab-101 - un fotógrafo alemán que capturó el hangar de Polonia, incluso con los signos de Checoslovaquia - los que fueron la caída de aeronaves Eslovaca en el 1939a
Salud
Dusan

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Joined: November 11th, 2005, 8:46 am

October 9th, 2010, 10:54 am #6

Este artículo está especialmente dedicado a Juan Millán, un modelador entusiasta de los aviones excéntrico y menos conocidas. ¡Que viva para siempre y espero que nos deleitará con su información muy informativo y chistes tontos por décadas por venir! Y Juan, por cierto, felicidades con su bonito construido "Lucky Seven". No deje que su alegría de vivir se infectan por un par de extremistas de derecha o de izquierda.

Un agradecimiento especial a este momento (por supuesto), Vladimir Nikiforov para compartir su colección de imágenes de eBay una vez más, a David Gesali para compartir una serie de bellas imágenes de LA-002 y (indirectamente) a Juan Arraez Cerda para el artículo informativo en Avions no 122.
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This item is specially dedicated to Juan Millan, a devoted modeler of eccentric and less-known aircraft. Let him live forever and I hope he will spoil us with his very informative information and silly jokes for decades to come! And Juan, by the way, congratulations with your beautifully built Lucky Seven.Dont let your joy of life get infected by a couple of right or left wing extremists.

Special thanks this time to (of course) Vladimir Nikiforov for sharing his collection of Ebay pictures once again, to David Gesali for sharing a series of beautiful pictures of LA-002 and (indirectly) to Juan Arraez Cerda for his informative article in Avions no 122.






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Seguramente no es el diseño más terrorífico de los años anteriores a la Segunda Guerra Mundial, ni la propuesta más avanzada de los departamentos de diseño a Checoslovaquia y ni siquiera el avión más maniobrable para volar. Sin embargo estos planos resistentes logró volar en una década. E irónicamente, el subtipo A-101 que fue rechazada por su fuerza aérea nativa, voló las misiones más en tiempos de guerra de todos ellos en la lejana España.

Sección 1: El Aero A-100 - Servicio de Desarrollo y en Checoslovaquia hasta 1937:
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Surely not the most terrifying design of the pre-WWII years, nor the most advanced proposal of the Czechoslovakian design-departments and even not the most maneuverable aircraft to fly. Still these sturdy planes managed to fly on for a decade. And ironically, the subtype A-101 that was rejected by its native air force, flew the most wartime missions of them all in faraway Spain.

Section 1: The Aero A-100 - Development and service in Czechoslovakia until 1937:

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Desarrollo de la A-100 fue en respuesta a un requerimiento de la Fuerza Aérea Checa de 1932 para la sustitución uniforme de la A-11, Aero Ap-32 y Letov S-16 entonces en servicio. De la configuración biplano estándar, la A-100 era un avión de aspecto desgarbado y algo obsoleto en el momento de su primer vuelo en 1933. Y un miembro de la última generación de aviones biplano militares que ser diseñado en Europa.
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Development of the A-100 was in response to a Czech Air Force requirement of 1932 for a uniform replacement for the A-11s, Aero Ap-32s, and Letov -16s then in service. Of standard biplane configuration, the A-100 was a ungainly-looking aircraft and somewhat obsolescent by the time of its first flight in 1933. And a member of the final generation of biplane military aircraft to be designed in Europe.

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Fotos 1-4: El Aero A-100 prototipo (A100.1), el código S22 se aplicó durante su programa de prueba final en el Instituto Militar de Aviación Checa, en Prostejov (VTLU).

Sin embargo, dado que el único competidor para el contrato de la fuerza aérea, la Praga E-36 (alias BH-36) no había volado por el cierre de las ofertas, la A-100 fue ordenado para la producción. Un total de 45 aviones fueron construidos: un prototipo y dos lotes de producción, respectivamente, 11 (A100.2 - A100.12) y 33 aeronaves (A100.13 - A.100-45). El primer lote fue entregado entre julio y octubre de 1934 y asignado a la 71 ª y 72 vuelos de la 1 ª Regimiento de aire.
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Pictures 1-4: The Aero A-100 prototype (A100.1), the code s22 was applied during its final test program at the Czech Military Aviation Institute at Prostejov (VTLU).

Nevertheless, since the only other competitor for the air force contract, the Praga E-36 (alias BH-36) had not flown by the close of tenders, the A-100 was ordered for production. A total of 45 aircraft were built: one prototype and two production batches of respectively 11 (A100.2 A100.12) and 33 aircraft (A100.13 A.100-45). The first batch was delivered between July and October 1934 and assigned to the 71st and 72nd flight of the 1st Air Regiment.

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Pictures 5-12: Pictures and profiles of aircraft of 71st and 72nd Flight of 6th Air Regiment.

The second batch of 33 aircraft were delivered between January and may 1935 and were divided between the other flights of the Czechoslovak Air Force mentioned in the table shown below:

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Pictures 13+14: Two profiles of A-100s of 66th Flight of the 1st Air Regiment.

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Pictures 15-17: Aircraft of 66th Flight of the 2nd Air Regiment

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Pictures 18-22: The K10 and K11 of 64th Flight of the 3rd Air Regiment.

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Pictures 23-26: The A-100s delivered to the Central Flying School were fitted with dual controls.

The A-100 was an unequal-span biplane with a steel-tube fuselage and wooden wings, armament comprised a pair of fixed forward firing 7,92 mm Vickers machine guns and for the observer a pair of Lewis guns. The bomb load of 600 kg could be carried partly vertically in a forward fuselage bay and partly horizontally on external racks.

Power was provided by a Avia Vr-36 (license-built Hispano-Suiza 12Nbr) 12 cylinder liquid-cooled engine of 740 hp maximum (650 hp nominal) output, see picture 27 below:

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One Aero A-100 (A100.28) was experimentally modified for night flying, but these modifications were not implemented on any other production aircraft, see picture 28 below:

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When on the 15th of March the German Wehrmacht occupied Bohemia and Moravia, the Czechoslovakian Air Force was dissolved and a number of A-100 and A-101 reconnaissance biplanes and their light bomber counterpart, the Ab-101 were seized by the Luftwaffe for training purposes. Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.

Section 2 - The Aero A-100 in Luftwaffe service:

Almost nothing is known to me about the use of the Aero A-100 in Luftwaffe service, only that they were operated by one or more FFSs (Flying Schools). There is a lot of speculation about where and by what units. Maybe Dusan Slezak can provide us some facts from Czech or Slovak publications.
The only proof I have are a couple of pictures, unfortunately without any readable identification codes.

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Pictures 29-30: Aero A-100s of the Luftwaffe. Although the engine of the Aero in the second picture is covered, I dont see any protruding exhausts on the upper side of the cover, so I suppose this is a A-100 as well.

Section 3 The Aero A-100 in the Slovakian Air Force.

As told before, some sixteen A-100s + Ab-101s were handed over to the newly created Slovakian Air Force (under Luftwaffe patronage) and were assigned to the 3rd Air regiment (Letecky Pluk 3), 6th Flight.
In the second half of 1939 the S.A.F. made a few desultory attacks on Polish targets in support of the Luftwaffe, including a bombing raid on Tarnopol. The combination of obsolete aircraft and a total lack of enthusiasm on the part of the Slovak aircrews produced predictable unimpressive results. As far as I know no A-100s took part on these assaults. From then on all A-100s were only used for training purposes. In the course of 1942 the obsolete material of the Slovak Air Force was replaced by more modern German equipment and on the 1st of January 1943 there was no more A-100 in its inventory.

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Pictures 31-36: A-100s in different Slovak Air Force schemes.

Section 4 The Aero A-101 - Development and service in Czechoslovakia until 1937:

The A-101 was a further development of the A-100, featuring increased wing span, enlarged rudder and most important a more powerful engine: the Praga built Isotta-Fraschini Asso-1000 18-cylindir liquid-cooled W-engine of 1000 hp maximum (800 hp nominal) output. Because there was a surplus of these engines, it seemed to be a good idea to use these engines for a more potent version of the A-100. The prototype first flew in December 1934 and a production line of 30 pieces was started alongside the second batch of A-100s. The last aircraft of these series were taken over by the Air Force in January 1936 and the aircraft were assigned to the 6th Air Regiment.

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Pictures 37-39: Plans of the A-101 and a picture of its heavy 18-cylinder W-engine.

During its test program at the Czech Military Aviation Institute at Prostejov (VTLU), the prototype (coded s23) proved to be far from satisfactory. The very heavy engine was unsuited for its air frame, overall performance was very disappointing, and even flying characteristics were inferior to those of the A-100. So the Czechoslovak government lost total interest in the project and was very relieved to get rid of this type when the Spanish government showed interest and even offered to purchase some fifty A-101s.

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In early 1937, when the Spanish order had to be fulfilled, there were still 28 fully serviceable A-101s in the inventory of the Czechoslovakian Air Force.

Pictures 40-44: The first A-101 (A101.1) prototype alias s23, and A-101s serving with the 71st and 72nd Flight of the 6th Air Regiment.

Section 4 The Aero A-101 in Spanish skies:

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Pictures 45-52: Pictures of the first shipment of Aero A-101s to Spain, respectively 17-1, 17-3, 17-8(2x), 17-9, 17-10 and 17-11.

Most sources contradict each other in mentioning numbers and types of Aeros delivered to Spain.
For instance Gerald Howson is mentioning a total of 47 aircraft in his book Aircaft of the Civil War 1936-1939 (ISBN 0-85177-842-9 - 1990) and I quote some sentences here:
On the 8th of April 1937 the first 22 Aero A-101s left the Polish port of Gdynia on board the Hordena, The Hordena, however, was captured by the Nationalist cruiser Canarias in the bay of Biscay on 16 april 1937, and, after assembly, the Aeros were formed into two escuadrillas of the Spanish Nationalist air arm.
Meanwhile, 16 Aero Ab-101s (Hispano-Suiza 12Ydrs V-engines rated at 725 hp) arrived in the Republican zone during the summer of 1937 and were assembled in an underground workshop built in caves near Madrid. Bearing the type code LN (or LA according to some sources), they took part in their first action during the battle of Belchite in August 1937.
A third batch of 9 Aeros, probably A-101s, arrived in France during the summer of 1937 and was impounded by the French authorities. When the Franco-Spanish frontier was opened from 19 March to 13 June 1938, however, they were allowed to cross into Spain and were assembled at Figueras, in Catalonia, in May.

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Pictures 53-61: Some more pictures of the first shipment of Aero A-101s to Spain, respectively 17-12(2x), 17-13, 17-14(2x), 17-15, 17-16, 17-20 and 17-22.

Our dear friend Juan Arraez Cerda, however, mentions a total of 28 aircraft (all A-101s) in the 2003-05 issue of Avions (no 122): the 22 delivered by the Hordena and 6 aircraft that were impounded by the French authorities.

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Pictures 62-70: Other pictures of Nationalist A-101s without recognizable serial numbers, the last showing six A-101s gathered together by the Nationalists for the Barajas air-show after the end of hostilities in May 1939.

As a complete outsider, but due to the fact that the Czechs could only deliver a maximum of 28 A-101s (see section 3) and because I have never seen a picture of a Spanish Ab-101 (different airframe, different engine, see section 5), nor have seen any sources mentioning the delivery of these aircraft, I tend to believe that Juan is completely right.
And because Juans article is very informative, also mentioning the operational use of the A-101s to which I have little to add, I hereby give the links to download this fine issue:

http://rapidshare.com/files/56277796/av ... 1.rar.html
http://rapidshare.com/files/56278832/av ... 2.rar.html

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Pictures 71-78: Most, so not all of these pictures of the Republican A-101 LA-002 are taken during a propagandistic photo session at La Señara. Photos at other locations or from different Republican A-101s are unknown to me.

There are no records of any surviving Republican A-101s, but the Nationalists renovated 16 of their own after the war and in March 1940 thirteen were still in the inventory of the Ejercito del Aire. All A-101s were withdrawn from service by 1946.

Section 5 The Aero Ab-101 - Development and service in Czechoslovakia until 1937:

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After the sale of their A-101s to Spain, the Czechoslovakian Air Force was faces with the fact of having too little operational/training aircraft for their light bomber component and the development and delivery of more modern equipment (A-300 and B-71) would last for years to come. So the decision was made to put a modern Praga built Hispano Suiza 12Ydrs (for instance the standard engine for the Avia B-534) in the redesigned Aero airframe as a stop-gap. So the Ab-101 was born, the prototype was flown in September 1935, an order was placed for 64 production aircraft, and production continued until 1937.

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Pictures 79-82: Pictures of the J11 of the 71st Flight of the 6th Air Regiment,and the H9 and H10 of the 75th flight of the 5th Air Regiment.
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According to the Order of Battle at 1 September 1938, at least the following units were equipped with the Ab-101:

5th Air regiment:
Flight 75, (kpt. Vladimir Pál) Nitra Aero Ab-101
Flight 76, (kpt. Miroslav Prochazka) Brno Aero Ab-101
Flight 77, (Charles kpt. Dóczy) Brno Aero Ab-101

6th Air Regiment:
Flight 71, (Mjr. Philip Dolezal) Prague-Kbely Avia B-71 (SB) & Aero Ab-101
Flight 72, (Kpt. Emil busin), Prague-Kbely Avia B-71 (WB) & Aero Ab-101
Flight 73, (Ota kpt. Groff) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)
Flight 74, (Vaclav kpt. disgusting) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)

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Pictures 83+84: Pictures of the N7 of the 73rd Flight of the 6th Air Regiment.

After the German occupation most the Ab-101s were were seized by the Luftwaffe for training purposes and some were handed over to the newly created Slovakian Air Force

Section 6 The Aero Ab-101 in Luftwaffe service.

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Pictures 85+86: An Ab-101 of Sch./RAR33 with very crude swastika.

Very little is known about the use of the Ab-101 with several Luftwaffe training schools, nor when these aircraft were replaced by more competent German designs. Maybe some Czech, Slovakian or German readers can provide us some more facts about this subject. The only hard facts I have are some pictures of Ab-101s in Luftwaffe colors and I will show these below without any comment, speculations or assumptions.

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Pictures 87-93: Pictures of Aero Ab-104s used by the Luftwaffe, for instance by FFS A/B 113 and 116.

Section 6 The Aero Ab-101 in service with the Slovakian Air Force.

Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.
At least one Slovakian Ab-101 (together with two Letov S-328s) managed to escape to Poland on the 7th of June 1939, three months after the Slovakian Air Force was created and three months before the German attack on Poland in September the same year.
Shortly after the Germans had occupied Dblin airport, the next picture was taken. Surprisingly, the Aero shown here, still wears its former Czechoslovakian markings, but to my opinion, this has to be the same aircraft.

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Section 6 The Aero A-104, the last variant of the Aero A-100 series.

Of course, the Aero factory was fully aware of the unsatisfactory performance of their A-100 , A-101 and Ab-101 biplanes. Therefore the project A-100B was started in the mid-thirties, basically a redesigned A-100 to a mostly metal high strutted monoplane configuration. wing which featured A-100 reprocessing Strutted the high-wing metal frames with wings. Development of this proposal was refused by the Czechoslovakian Air Force until 1936, realizing that more modern types of aircraft could not being delivered before 1939.

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Pictures 94-96: The prototype of the Aero A-104, the last one during its final tests at the Czech Military Aviation Institute at Prostejov (VTLU), coded s25.

In 1936 an order was placed for a prototype. Changes in the implementation of the original proposal contained the use of an almost unchanged Ab-101 fuselage including the Hispano Suiza 12Ydrs and an enclosed cockpit configuration
The prototype successfully completed its military test program in the first half of 1938.Performance was much better than that of the former Aero biplanes, but unfortunately, a delay in development in conjunction with the introduction of the B-71 caused the cancelation of further development and production.

Sources:

Janes all the worlds Aircraft 1938 ISBN 0 7153 5734 4: Pictures 1, 6,
www.rujet.ru website: Pictures 2, 4,
Avions no 118 (France) ISSN 1243 8650 (2003-01): Pictures 3, 5, 8, 9,16, 17, 20-23, 26,33,
Vzduch Je Nase More - Ceskoslovenske Letectvi 1918-1939 ISBN 80-206-0221-6: Pictures 7, 31, 42, 44, 48, 82-83,
http://wp.scn.ru Wings Palette website: Pictures 10, 19, 46, 76,
Aircam Aviation Series no S5 Czechoslovakian Air Force 1918-1970 SBN 85045 021 7: Pictures 11, 43,
Avions no 119 (France) ISSN 1243 8650 (2003-02) Pictures 12, 13, 18, 24-25, 27-28, 34,
Transpress - Tschechoslowakische Flugzeuge von 1918 bis heute ISBN 3-344-00121-3: Pictures 14,
http://www.fronta.cz website: Pictures 15,
http://www.luftwaffe-experten.org/forum ... hp?act=idx - Luftwaffe Experten Message Board website: Pictures: 29, 79, 87, 91,
Ebay Germany: Pictures 30, 53, 61, 64,
http://vinar.cz website: Pictures 31, 40-41,
Magnet Press Slovakia Slovenské Letectvo 1939-1944 ISBN 80-968073-2-3: Pictures 35-36,
L+K 20-88 Monografie Aero A-101: Pictures 37-38,
My scrapbook: Pictures 39, 55, 80, 84,
Avions no 122 (France) - ISSN 1243 8650 (2003-05) Pictures 45, 47, 51, 54, 56-58, 62, 68, 71,
Negro Daniel via Aeronet GCEhttp://www.network54.com/Forum/394728 : Pictures 49,
Putnam Aircraft of the Spanish Civil War 1936-1939 (ISBN 0-85177-842-9): Pictures 50,
Revista Aeroplano (ISSN 02-12-4556) no 5: Pictures 52, 67, 69,
Vladimir Nikoforovs archive: Pictures 59, 65-66, 69,
V nebe Ispanii 1936-1939 (Russia) by Sergei Adrokov: Pictures 60,
M.R. Valverdes website http://usuarios.lycos.es/mrodval) : Pictures 63, 70, 77-78,
David Gesali via Aeronet GCEhttp://www.network54.com/Forum/394728: Pictueres 72-75,
Valka.cz forum http://forum.valka.cz/ ): Pictures 81, 94-96,
Revista REVI no 49 (ISSN 1211-0744): Pictures 85-86, 92-93,
Air Warfare Forum (not existing anymore): Pictures 88,
Waffen Arsenal no 071 Fremde Vogel unterm Balkenkreuz (ISBN 3-7909-0157-1): Pictures 89,
Hikoki - Luftwaffe Fledglings 1935-45 Luftwaffe Training Units Their Aircraft (ISBN 0 9519 899 2 8): Pictures 90,

Cheers, Peter
Por este excelente trabajo sobre "Ocas, Papagayos o Pragas" y, por supuesto, por tu dedicatoria que creo no merecer. Soy solamente un aficionado incapaz de realizar trabajos como este que hoy nos muestras aqui, soy yo quien esta en deuda contigo.

Creeme que me gustaria poder realizar tus deseos de una vida mucho mas larga y que te agradezco pero lo unico que te puedo asegurar es que me iré gastando bromas, procurando hacerlo aqui.

Abrazotes.

Juan

PD. Estoy demasiado preocupado con la escalada de fascismo y racismo visible y creciente en toda europa para poder olvidar lo que oigo a mi alrededor sin "desenvainar" la espada de la palabra.

Una vez mas se hace necesario recordar, volviendo a leer de nuevo a Bertold Brecht, una y mil veces mas. No obstante procuro cumplir tus sabios consejos. Ignoro si podré.
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Joined: June 26th, 2007, 12:08 pm

October 9th, 2010, 10:56 am #7

Perfect work.
Let add:
It should be noted that the Aero A-101 and Ab-101 is very different from the Aero A-100. Therefore, I join a table comparing the basic dimensions and performance, and how the difference between these types of models, manufacturers captured 1 / 72 Kopro and Planet models.
I am not suggesting that it is accurate, but should think of it.
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Hola Peter

el trabajo perfecto.
Vamos a añadir:
Cabe señalar que el Aero A-101 y AB-101 es muy diferente de la Aero A-100. Por lo tanto, me uno a un cuadro comparativo de las dimensiones básicas y el rendimiento, y cómo la diferencia entre estos tipos de modelos, los fabricantes capturado 1 / 72 - Kopro y Planet models.
No estoy sugiriendo que es exacta, pero debe pensar en ello.

One more note: Slovak Air Arms had to start in March 1939 as the only aircraft Aero Ab-101 - a German photographer who captured the Polish hangar even with the Czechoslovak signs - those were the Slovak aircraft fall into the 1939th
Salud
Dusan
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Una nota más: Eslovaco Armas Aérea tuvo que comenzar en marzo 1939 como el único avión Aero Ab-101 - un fotógrafo alemán que capturó el hangar de Polonia, incluso con los signos de Checoslovaquia - los que fueron la caída de aeronaves Eslovaca en el 1939a
Salud
Dusan
Wow, sorry my mistake:
Aircraft overall lenght Aero A-100 = 11,08 m (NOT 12,75 !!!)
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Joined: May 20th, 2007, 2:46 pm

October 9th, 2010, 1:58 pm #8

Este artículo está especialmente dedicado a Juan Millán, un modelador entusiasta de los aviones excéntrico y menos conocidas. ¡Que viva para siempre y espero que nos deleitará con su información muy informativo y chistes tontos por décadas por venir! Y Juan, por cierto, felicidades con su bonito construido "Lucky Seven". No deje que su alegría de vivir se infectan por un par de extremistas de derecha o de izquierda.

Un agradecimiento especial a este momento (por supuesto), Vladimir Nikiforov para compartir su colección de imágenes de eBay una vez más, a David Gesali para compartir una serie de bellas imágenes de LA-002 y (indirectamente) a Juan Arraez Cerda para el artículo informativo en Avions no 122.
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This item is specially dedicated to Juan Millan, a devoted modeler of eccentric and less-known aircraft. Let him live forever and I hope he will spoil us with his very informative information and silly jokes for decades to come! And Juan, by the way, congratulations with your beautifully built Lucky Seven.Dont let your joy of life get infected by a couple of right or left wing extremists.

Special thanks this time to (of course) Vladimir Nikiforov for sharing his collection of Ebay pictures once again, to David Gesali for sharing a series of beautiful pictures of LA-002 and (indirectly) to Juan Arraez Cerda for his informative article in Avions no 122.






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Seguramente no es el diseño más terrorífico de los años anteriores a la Segunda Guerra Mundial, ni la propuesta más avanzada de los departamentos de diseño a Checoslovaquia y ni siquiera el avión más maniobrable para volar. Sin embargo estos planos resistentes logró volar en una década. E irónicamente, el subtipo A-101 que fue rechazada por su fuerza aérea nativa, voló las misiones más en tiempos de guerra de todos ellos en la lejana España.

Sección 1: El Aero A-100 - Servicio de Desarrollo y en Checoslovaquia hasta 1937:
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Surely not the most terrifying design of the pre-WWII years, nor the most advanced proposal of the Czechoslovakian design-departments and even not the most maneuverable aircraft to fly. Still these sturdy planes managed to fly on for a decade. And ironically, the subtype A-101 that was rejected by its native air force, flew the most wartime missions of them all in faraway Spain.

Section 1: The Aero A-100 - Development and service in Czechoslovakia until 1937:

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Desarrollo de la A-100 fue en respuesta a un requerimiento de la Fuerza Aérea Checa de 1932 para la sustitución uniforme de la A-11, Aero Ap-32 y Letov S-16 entonces en servicio. De la configuración biplano estándar, la A-100 era un avión de aspecto desgarbado y algo obsoleto en el momento de su primer vuelo en 1933. Y un miembro de la última generación de aviones biplano militares que ser diseñado en Europa.
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Development of the A-100 was in response to a Czech Air Force requirement of 1932 for a uniform replacement for the A-11s, Aero Ap-32s, and Letov -16s then in service. Of standard biplane configuration, the A-100 was a ungainly-looking aircraft and somewhat obsolescent by the time of its first flight in 1933. And a member of the final generation of biplane military aircraft to be designed in Europe.

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Fotos 1-4: El Aero A-100 prototipo (A100.1), el código S22 se aplicó durante su programa de prueba final en el Instituto Militar de Aviación Checa, en Prostejov (VTLU).

Sin embargo, dado que el único competidor para el contrato de la fuerza aérea, la Praga E-36 (alias BH-36) no había volado por el cierre de las ofertas, la A-100 fue ordenado para la producción. Un total de 45 aviones fueron construidos: un prototipo y dos lotes de producción, respectivamente, 11 (A100.2 - A100.12) y 33 aeronaves (A100.13 - A.100-45). El primer lote fue entregado entre julio y octubre de 1934 y asignado a la 71 ª y 72 vuelos de la 1 ª Regimiento de aire.
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Pictures 1-4: The Aero A-100 prototype (A100.1), the code s22 was applied during its final test program at the Czech Military Aviation Institute at Prostejov (VTLU).

Nevertheless, since the only other competitor for the air force contract, the Praga E-36 (alias BH-36) had not flown by the close of tenders, the A-100 was ordered for production. A total of 45 aircraft were built: one prototype and two production batches of respectively 11 (A100.2 A100.12) and 33 aircraft (A100.13 A.100-45). The first batch was delivered between July and October 1934 and assigned to the 71st and 72nd flight of the 1st Air Regiment.

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Pictures 5-12: Pictures and profiles of aircraft of 71st and 72nd Flight of 6th Air Regiment.

The second batch of 33 aircraft were delivered between January and may 1935 and were divided between the other flights of the Czechoslovak Air Force mentioned in the table shown below:

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Pictures 13+14: Two profiles of A-100s of 66th Flight of the 1st Air Regiment.

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Pictures 15-17: Aircraft of 66th Flight of the 2nd Air Regiment

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Pictures 18-22: The K10 and K11 of 64th Flight of the 3rd Air Regiment.

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Pictures 23-26: The A-100s delivered to the Central Flying School were fitted with dual controls.

The A-100 was an unequal-span biplane with a steel-tube fuselage and wooden wings, armament comprised a pair of fixed forward firing 7,92 mm Vickers machine guns and for the observer a pair of Lewis guns. The bomb load of 600 kg could be carried partly vertically in a forward fuselage bay and partly horizontally on external racks.

Power was provided by a Avia Vr-36 (license-built Hispano-Suiza 12Nbr) 12 cylinder liquid-cooled engine of 740 hp maximum (650 hp nominal) output, see picture 27 below:

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One Aero A-100 (A100.28) was experimentally modified for night flying, but these modifications were not implemented on any other production aircraft, see picture 28 below:

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When on the 15th of March the German Wehrmacht occupied Bohemia and Moravia, the Czechoslovakian Air Force was dissolved and a number of A-100 and A-101 reconnaissance biplanes and their light bomber counterpart, the Ab-101 were seized by the Luftwaffe for training purposes. Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.

Section 2 - The Aero A-100 in Luftwaffe service:

Almost nothing is known to me about the use of the Aero A-100 in Luftwaffe service, only that they were operated by one or more FFSs (Flying Schools). There is a lot of speculation about where and by what units. Maybe Dusan Slezak can provide us some facts from Czech or Slovak publications.
The only proof I have are a couple of pictures, unfortunately without any readable identification codes.

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Pictures 29-30: Aero A-100s of the Luftwaffe. Although the engine of the Aero in the second picture is covered, I dont see any protruding exhausts on the upper side of the cover, so I suppose this is a A-100 as well.

Section 3 The Aero A-100 in the Slovakian Air Force.

As told before, some sixteen A-100s + Ab-101s were handed over to the newly created Slovakian Air Force (under Luftwaffe patronage) and were assigned to the 3rd Air regiment (Letecky Pluk 3), 6th Flight.
In the second half of 1939 the S.A.F. made a few desultory attacks on Polish targets in support of the Luftwaffe, including a bombing raid on Tarnopol. The combination of obsolete aircraft and a total lack of enthusiasm on the part of the Slovak aircrews produced predictable unimpressive results. As far as I know no A-100s took part on these assaults. From then on all A-100s were only used for training purposes. In the course of 1942 the obsolete material of the Slovak Air Force was replaced by more modern German equipment and on the 1st of January 1943 there was no more A-100 in its inventory.

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Pictures 31-36: A-100s in different Slovak Air Force schemes.

Section 4 The Aero A-101 - Development and service in Czechoslovakia until 1937:

The A-101 was a further development of the A-100, featuring increased wing span, enlarged rudder and most important a more powerful engine: the Praga built Isotta-Fraschini Asso-1000 18-cylindir liquid-cooled W-engine of 1000 hp maximum (800 hp nominal) output. Because there was a surplus of these engines, it seemed to be a good idea to use these engines for a more potent version of the A-100. The prototype first flew in December 1934 and a production line of 30 pieces was started alongside the second batch of A-100s. The last aircraft of these series were taken over by the Air Force in January 1936 and the aircraft were assigned to the 6th Air Regiment.

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Pictures 37-39: Plans of the A-101 and a picture of its heavy 18-cylinder W-engine.

During its test program at the Czech Military Aviation Institute at Prostejov (VTLU), the prototype (coded s23) proved to be far from satisfactory. The very heavy engine was unsuited for its air frame, overall performance was very disappointing, and even flying characteristics were inferior to those of the A-100. So the Czechoslovak government lost total interest in the project and was very relieved to get rid of this type when the Spanish government showed interest and even offered to purchase some fifty A-101s.

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In early 1937, when the Spanish order had to be fulfilled, there were still 28 fully serviceable A-101s in the inventory of the Czechoslovakian Air Force.

Pictures 40-44: The first A-101 (A101.1) prototype alias s23, and A-101s serving with the 71st and 72nd Flight of the 6th Air Regiment.

Section 4 The Aero A-101 in Spanish skies:

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Pictures 45-52: Pictures of the first shipment of Aero A-101s to Spain, respectively 17-1, 17-3, 17-8(2x), 17-9, 17-10 and 17-11.

Most sources contradict each other in mentioning numbers and types of Aeros delivered to Spain.
For instance Gerald Howson is mentioning a total of 47 aircraft in his book Aircaft of the Civil War 1936-1939 (ISBN 0-85177-842-9 - 1990) and I quote some sentences here:
On the 8th of April 1937 the first 22 Aero A-101s left the Polish port of Gdynia on board the Hordena, The Hordena, however, was captured by the Nationalist cruiser Canarias in the bay of Biscay on 16 april 1937, and, after assembly, the Aeros were formed into two escuadrillas of the Spanish Nationalist air arm.
Meanwhile, 16 Aero Ab-101s (Hispano-Suiza 12Ydrs V-engines rated at 725 hp) arrived in the Republican zone during the summer of 1937 and were assembled in an underground workshop built in caves near Madrid. Bearing the type code LN (or LA according to some sources), they took part in their first action during the battle of Belchite in August 1937.
A third batch of 9 Aeros, probably A-101s, arrived in France during the summer of 1937 and was impounded by the French authorities. When the Franco-Spanish frontier was opened from 19 March to 13 June 1938, however, they were allowed to cross into Spain and were assembled at Figueras, in Catalonia, in May.

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Pictures 53-61: Some more pictures of the first shipment of Aero A-101s to Spain, respectively 17-12(2x), 17-13, 17-14(2x), 17-15, 17-16, 17-20 and 17-22.

Our dear friend Juan Arraez Cerda, however, mentions a total of 28 aircraft (all A-101s) in the 2003-05 issue of Avions (no 122): the 22 delivered by the Hordena and 6 aircraft that were impounded by the French authorities.

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Pictures 62-70: Other pictures of Nationalist A-101s without recognizable serial numbers, the last showing six A-101s gathered together by the Nationalists for the Barajas air-show after the end of hostilities in May 1939.

As a complete outsider, but due to the fact that the Czechs could only deliver a maximum of 28 A-101s (see section 3) and because I have never seen a picture of a Spanish Ab-101 (different airframe, different engine, see section 5), nor have seen any sources mentioning the delivery of these aircraft, I tend to believe that Juan is completely right.
And because Juans article is very informative, also mentioning the operational use of the A-101s to which I have little to add, I hereby give the links to download this fine issue:

http://rapidshare.com/files/56277796/av ... 1.rar.html
http://rapidshare.com/files/56278832/av ... 2.rar.html

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Pictures 71-78: Most, so not all of these pictures of the Republican A-101 LA-002 are taken during a propagandistic photo session at La Señara. Photos at other locations or from different Republican A-101s are unknown to me.

There are no records of any surviving Republican A-101s, but the Nationalists renovated 16 of their own after the war and in March 1940 thirteen were still in the inventory of the Ejercito del Aire. All A-101s were withdrawn from service by 1946.

Section 5 The Aero Ab-101 - Development and service in Czechoslovakia until 1937:

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After the sale of their A-101s to Spain, the Czechoslovakian Air Force was faces with the fact of having too little operational/training aircraft for their light bomber component and the development and delivery of more modern equipment (A-300 and B-71) would last for years to come. So the decision was made to put a modern Praga built Hispano Suiza 12Ydrs (for instance the standard engine for the Avia B-534) in the redesigned Aero airframe as a stop-gap. So the Ab-101 was born, the prototype was flown in September 1935, an order was placed for 64 production aircraft, and production continued until 1937.

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Pictures 79-82: Pictures of the J11 of the 71st Flight of the 6th Air Regiment,and the H9 and H10 of the 75th flight of the 5th Air Regiment.
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According to the Order of Battle at 1 September 1938, at least the following units were equipped with the Ab-101:

5th Air regiment:
Flight 75, (kpt. Vladimir Pál) Nitra Aero Ab-101
Flight 76, (kpt. Miroslav Prochazka) Brno Aero Ab-101
Flight 77, (Charles kpt. Dóczy) Brno Aero Ab-101

6th Air Regiment:
Flight 71, (Mjr. Philip Dolezal) Prague-Kbely Avia B-71 (SB) & Aero Ab-101
Flight 72, (Kpt. Emil busin), Prague-Kbely Avia B-71 (WB) & Aero Ab-101
Flight 73, (Ota kpt. Groff) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)
Flight 74, (Vaclav kpt. disgusting) Hradec Kralove Aero Ab-101 & Avia B-71 (SB)

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Pictures 83+84: Pictures of the N7 of the 73rd Flight of the 6th Air Regiment.

After the German occupation most the Ab-101s were were seized by the Luftwaffe for training purposes and some were handed over to the newly created Slovakian Air Force

Section 6 The Aero Ab-101 in Luftwaffe service.

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Pictures 85+86: An Ab-101 of Sch./RAR33 with very crude swastika.

Very little is known about the use of the Ab-101 with several Luftwaffe training schools, nor when these aircraft were replaced by more competent German designs. Maybe some Czech, Slovakian or German readers can provide us some more facts about this subject. The only hard facts I have are some pictures of Ab-101s in Luftwaffe colors and I will show these below without any comment, speculations or assumptions.

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Pictures 87-93: Pictures of Aero Ab-104s used by the Luftwaffe, for instance by FFS A/B 113 and 116.

Section 6 The Aero Ab-101 in service with the Slovakian Air Force.

Altogether some sixteen A-100s and Ab-101s were handed over to the newly created Slovakian Air Force and ten of them still served in the 6th Flight on the 1st of January 1940.
At least one Slovakian Ab-101 (together with two Letov S-328s) managed to escape to Poland on the 7th of June 1939, three months after the Slovakian Air Force was created and three months before the German attack on Poland in September the same year.
Shortly after the Germans had occupied Dblin airport, the next picture was taken. Surprisingly, the Aero shown here, still wears its former Czechoslovakian markings, but to my opinion, this has to be the same aircraft.

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Section 6 The Aero A-104, the last variant of the Aero A-100 series.

Of course, the Aero factory was fully aware of the unsatisfactory performance of their A-100 , A-101 and Ab-101 biplanes. Therefore the project A-100B was started in the mid-thirties, basically a redesigned A-100 to a mostly metal high strutted monoplane configuration. wing which featured A-100 reprocessing Strutted the high-wing metal frames with wings. Development of this proposal was refused by the Czechoslovakian Air Force until 1936, realizing that more modern types of aircraft could not being delivered before 1939.

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Pictures 94-96: The prototype of the Aero A-104, the last one during its final tests at the Czech Military Aviation Institute at Prostejov (VTLU), coded s25.

In 1936 an order was placed for a prototype. Changes in the implementation of the original proposal contained the use of an almost unchanged Ab-101 fuselage including the Hispano Suiza 12Ydrs and an enclosed cockpit configuration
The prototype successfully completed its military test program in the first half of 1938.Performance was much better than that of the former Aero biplanes, but unfortunately, a delay in development in conjunction with the introduction of the B-71 caused the cancelation of further development and production.

Sources:

Janes all the worlds Aircraft 1938 ISBN 0 7153 5734 4: Pictures 1, 6,
www.rujet.ru website: Pictures 2, 4,
Avions no 118 (France) ISSN 1243 8650 (2003-01): Pictures 3, 5, 8, 9,16, 17, 20-23, 26,33,
Vzduch Je Nase More - Ceskoslovenske Letectvi 1918-1939 ISBN 80-206-0221-6: Pictures 7, 31, 42, 44, 48, 82-83,
http://wp.scn.ru Wings Palette website: Pictures 10, 19, 46, 76,
Aircam Aviation Series no S5 Czechoslovakian Air Force 1918-1970 SBN 85045 021 7: Pictures 11, 43,
Avions no 119 (France) ISSN 1243 8650 (2003-02) Pictures 12, 13, 18, 24-25, 27-28, 34,
Transpress - Tschechoslowakische Flugzeuge von 1918 bis heute ISBN 3-344-00121-3: Pictures 14,
http://www.fronta.cz website: Pictures 15,
http://www.luftwaffe-experten.org/forum ... hp?act=idx - Luftwaffe Experten Message Board website: Pictures: 29, 79, 87, 91,
Ebay Germany: Pictures 30, 53, 61, 64,
http://vinar.cz website: Pictures 31, 40-41,
Magnet Press Slovakia Slovenské Letectvo 1939-1944 ISBN 80-968073-2-3: Pictures 35-36,
L+K 20-88 Monografie Aero A-101: Pictures 37-38,
My scrapbook: Pictures 39, 55, 80, 84,
Avions no 122 (France) - ISSN 1243 8650 (2003-05) Pictures 45, 47, 51, 54, 56-58, 62, 68, 71,
Negro Daniel via Aeronet GCEhttp://www.network54.com/Forum/394728 : Pictures 49,
Putnam Aircraft of the Spanish Civil War 1936-1939 (ISBN 0-85177-842-9): Pictures 50,
Revista Aeroplano (ISSN 02-12-4556) no 5: Pictures 52, 67, 69,
Vladimir Nikoforovs archive: Pictures 59, 65-66, 69,
V nebe Ispanii 1936-1939 (Russia) by Sergei Adrokov: Pictures 60,
M.R. Valverdes website http://usuarios.lycos.es/mrodval) : Pictures 63, 70, 77-78,
David Gesali via Aeronet GCEhttp://www.network54.com/Forum/394728: Pictueres 72-75,
Valka.cz forum http://forum.valka.cz/ ): Pictures 81, 94-96,
Revista REVI no 49 (ISSN 1211-0744): Pictures 85-86, 92-93,
Air Warfare Forum (not existing anymore): Pictures 88,
Waffen Arsenal no 071 Fremde Vogel unterm Balkenkreuz (ISBN 3-7909-0157-1): Pictures 89,
Hikoki - Luftwaffe Fledglings 1935-45 Luftwaffe Training Units Their Aircraft (ISBN 0 9519 899 2 8): Pictures 90,

Cheers, Peter
...muy completo como todos tus otros articulos.Un abrazo.

Martin
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Peter Dupont
Peter Dupont

October 9th, 2010, 4:06 pm #9

muchísimas gracias una vez más, y nada más que como curiosidad te incluyo estos fotogramas de una fugaz pasada de estos aviones, aparecen en algunos documentales sobre la Guerra Civil Española y son las únicas imágenes en movimiento de los Aero en España que yo conozco.













Salva.
De hecho, nunca he visto estas fotos y estoy muy contento de que usted tomó molestia de compartir con nosotros. Como siempre, es muy divertido ver a algunas de las fotografías inéditas que se escapan de sus archivos.

Muchas gracias de nuevo y abrazotes,

Peter.
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Thanks a lot Salva,

Indeed, I have never seen these pictures and I am very glad that you took trouble to share them with us. As always, it is great fun to see some of the rare photographs that escape from your archives.

Thanks a lot again and abrazotes,

Peter.
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Peter Dupont
Peter Dupont

October 9th, 2010, 4:07 pm #10

Una vez mas nos ayuda con un trabajo de referencia.

Gracias.
Tú también siempre dan una mano si estoy buscando alguna información especial, así que me alegro de que como esta.
Por cierto, si usted decide explorar la información sobre la XIII Lublin R. de Le Fana (una de las mejores fuentes entre las revistas de aviación), se lo agradezco mucho de que me enviaría una copia).
En contraste con Bélgica, en Holanda es muy difícil ver / conseguir sus nuevos temas.

Manténgase saludable y espero escuchar pronto de usted,

Salu2, Peter.
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Merci beaucoup Jean-Claude,

You too always give a helping hand if I am looking for some special information, so I am glad you like this one.
By the way, if you decide to scan the information about the Lublin R.XIII from Le Fana (one of the best sources among the aviation magazines), I appreciate it very much of you would send me a copy.
In contrast with Belgium, here in Holland it is very difficult to see/obtain their new issues.

Stay healthy and I hope to hear from you soon,

Salu2, Peter.
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