reminiscences from the chronicle of the military aviation institute...

POSTER 2018, PRAGUE MAY 10 1

Reminiscences from the Chronicle of the Military

Aviation Institute of Studies (1922–1932)

Zbyněk NIKEL1

1 The Masaryk Institute of Advanced Studies, History of Science and Technology

Czech Technical University in Prague Kolejní 2637/2a, 160 00 Prague 6, Czech Republic

[email protected]

Abstract. In 2017, the Military Technical Institute of Air

Force and Air Defense in Prague Kbely as well as the

Aeronautical Research and Test Institute, j. s. c., in Prague

Letňany celebrated the 95th

anniversary of their founding.

Requirements for defense of the young democratic

Czechoslovak state (that has been celebrating the 100th

anniversary of its founding this year) were a prerequisite

for the formation of their predecessor – the Military

Aviation Institute of Studies. Its chronicle, led by Karel

Javůrek, the staff captain of this Institute, is a valuable

source of research into the Institute history. The Javůrek’s

work includes the first period of activity of this

extraordinary military-technical institution from 1922 to

1932, filled with perennial construction work. Thanks to

the endeavour of the founders of the Military Aviation

Institute of Studies, all necessary production, testing and

development facilities were prepared and fully utilized in

1927. Therefore, at the end of 1928, Javůrek could say:

„...it has been worked hard … in order to the Institute was

truly a scientific center and testing Institute essential for

monitoring and testing of modern aviation technology.“1

Keywords

Aeronautical Institute of Studies, chronicle, aircraft

and engine testing, station of engine brakes, airplanes,

aerodynamic laboratory, aviation combustion engines,

airport, aviation law, Aviation Authority…

1. Introduction

The Institute was established by the Decree of the

Minister of National Defense of the Czechoslovak

Republic No. 25/1922 from April 25, 1922, as the

Aeronautical Institute of Studies (Vzduchoplavecký studijní

ústav). The decree applied to from May 1, 1922. But,

a small note published in Czechoslovakian daily

newspapers, preceded the birth of the Aeronautical Institute

shortly after the memorable October 28, 1918, e. g.

on November 8, the papers Lidové noviny published in the

page 2: „It is necessary to build a Czechoslovak military

1 JAVŮREK, K. Kronika Vojenského leteckého ústavu studijního, léta

1922–1932. MTIAFAD Prague, Technical library, stored in a special fund without a registration number, p. 101.

aviation – who has served with this weapon, sign without

delay and put his hand to the work.“ However, Javůrek

overwrote the challenge by a „free way“, see Figure 1. The

centurion Jindřich Kostrba was signed under this

challenge.2 On its basis, the pilots and technicians, who

served during the war at the Air Force, came forward.

Kostrba gathered about 30 pilots and observers and

several mechanicians. He occupied one room in the Josef’s

Barracks at the Republika Square and the Machinery

pavilion at the Prague Exhibition Grounds and established

„the Aviation corps of the Czechoslovak Army“. The first

airport was based on the Strašnice meadow. Planes from

the whole Republic, that were left to us as a memory to the

dead Austro-Hungarian Empire, were transported there.

Most of them came from the former air school in Cheb.

Other aircraft was delivered by the Allies; specifically

France partly donated, partly sold its surpluses of the

SPAD S.VII and S.XIII airplanes.“3 However, these

machines were obsolete and often in poor technical

condition. The time had come for young Czech designers.

At the beginning of 1919, the draft law on the

establishment of a uniform Czechoslovak Aviation

Administration was drawn up in technical management of

the Air Force Corps Headquarters. The proposal was

submitted to the Revolutionary National Assembly by its

member, Dr Uhlíř. The draft law counted on a special

research section which was to have dealt with the studying

and testing the aviation structures. Although this proposal

was not implemented, in the same year, a Study Dept was

set up at the Ministry of defense aeronautical department,

the 13th

section. It had become the foundation of the

Military Aeronautical Institute of Studies. „The Study Dept

provided reviews of various technical inventions, became

advisory office on technical issues. Merit of this Institution

2 Jindřich Kostrba was a Czech military pilot, who as the first member

of the Austro-Hungarian Air Force achieved three air victories during a single day, specifically February 18, 1916. The same score he

achieved again on June 29, 1916. In total, he had 8 shot downs, and

so he became the ace pilot. See https://en.wikipedia.org/wiki/Heinrich_Kostrba.

3 See https://www.valka.cz/1171-Cs-letectvo-ve-dvacatych-letech-

dvacateho-stoleti.

2 ZBYNĚK NIKEL, REMINISCENCES FROM THE CHRONICLE OF THE MILITARY AVIATION INSTITUTE OF STUDIES (1922–1932)

was the elaboration of interim aviation terminology, which

was very urgent after state revolution.“4

Fig. 1. The challenge of Jindřich Kostrba to build an Air Force

Czechoslovak Corps. The Lidové noviny papers, November 8, 1918, p. 2.

So much about the beginnings of today’s branch of

the Military Technical Institute of Air Force and Air

Defense (which is part of the Military Technical Institute,

s. e.) Dipl. Eng. Karel Javůrek. In the chronicle, its author

mentioned many already forgotten personalities, without

whom our present days would be unthinkable. It was the

head of the 13th

Aviation Department, colonel of the

General staff Dipl Eng Lev Nádherný, who had suggested

that the Study Dept was taken over by captain Dr Dipl Eng

Karel Bucháček. He drew up the 1st organizational design

of the Aviation Institute of Studies and construction of its

buildings on the northern part of the Kbely Airport.

Bucháček’s idea was supported by General Mittelhauser,

aeronautical group chief of the main staff.

In addition to above named, also these officers were

present in the birth of the future Aviation Institute: Kalina,

Kopecký, Navrátil, Červinka, Kysela, Micka and Nedoma.

2. Founding the Aeronautical

Institute of Studies The crucial year is, of course, the year 1922. As

Javůrek writes: „…The basis for the building-up of the

Military Aeronautical Study Center was laid on May 1,


1922–1932. MTIAFAD Prague, Technical library, stored in a special

fund without a registration number, p. 3.

1922. In the Material Bulletin of the Ministry of National

Defense No. 25, from 1922, article 169, there was

published an establishment of the Aeronautical Study

Institute“, as an independent military unit.“5

Preparatory work was led by the aforementioned

Karel Bucháček. The intelligence chief, the translator, the

technical agenda worker, the librarian, the manipulator and

the economic administrator were helping him. This team

was later expanded by the economist, the printer operator,

the lower official of news and further manipulator. The task

of this group was to acquire building parcels, design

a building plan, elaborate the institute organization

structure, set up an advisory body with various committees,

provide expert reviews for inventions from the field of

aviation, etc. The Institute received four rooms in the

former landwehr barracks at Pohořelec in Prague. Offices

were set up here and individual sections of the institute

opened their activities.

The activities of the Aeronautical Study Institute staff

were relatively rich in the first year of its existence:

„…Staff captain Bucháček was on a study trip in France,

Belgium and Germany. In May, staff captain Kopecký took

part in the Aeronautical Congress in Brussels, and staff

captain Rypl went to see a competition of engineless

aircraft on Rhône in August of the same year.“6

Fig. 2. A sample from the VLÚS chronicle that Karel Javůrek began to

write. Here, he recorded events from 1922 to 1932.7

5 Ibid., p. 5. 6 Ibid., p. 6. 7 „By order of commander of the Military Aviation Institute of Studies

from February 10, 1928, I, staff captain of this Institute, Dipl Eng


2.1 Economic Governance of the Institute

The bookkeeping of the Institute was led by so-called

the Institute’s Economic Governance which was

established on December 29, 1922, under Ref. 284.456 of

the Country Military Headquarters in Prague (Zemské

vojenské velitelství, further in text only ZVV). It became

active on February 1, 1923.

Fig. 3. Founders of the VLÚS in the Clam-Martinic Street No. 126

in Prague-Střešovice in 1923. Captain Bucháček is in the

upper row, the fourth from right side.

„Jindřich Turek, Lieutenant for Economic Services, was

appointed by the Ministry of National Defense as the

economic authority (bookkeeping officer), staff captain

Dipl Eng Karel Bucháček, who was appointed by the

Ministry of National Defense to build-up the Institute,

became the chief clerk of economic governance, and Josef

Heene became the bookkeeping sergeant. On February 19,

he was sent to the Terezín Divisional Hospital No. 3, and

bookkeeping sergeant Bořivoj Morava was assigned to the

Institute. By censorship, the economic governance is

subject to bookkeeping office of the ZVV Intendance at

Karlín, administratively, it is directly subject to the

Intendance in Prague.“8

The economy of the Institute was audited by the ZVV

in Prague. E.g. „on days April 14–18, 1930, an

economically-administrative audit of the Institute economic

governance and its assigned companies was carried by the

ZVV Intendance – no faults were found out.“9

2.2 Construction of buildings and facilities

of the Institute at Letňany

Construction of the necessary laboratories and

buildings was probably the most important task of the

founders of the Institute in the second year of its existence.

„But the economic situation, as well as other external and

internal causes, did not allow the draft made by the

Karel Javůrek, was appointed as the first chronicler of our Institute. I

took the mission today, February 15, 1928.“ Javůrek was born on June 4, 1888. He was assigned to the VLÚS on August 11, 1923. He

was a meteorologist and a hydrologist by profession. 8 Ibid., p. 9. 9 Ibid., p. 129.

Institute to be fully implemented.“ The chronicler’s note

from that time is also eloquent: „…Organization of the

Institute suffered from the fact that the numbers of staff did

not meet the needs of the Institute.“10

The Aeronautical

Study Institute waited for enlargement.

According to the chronicle, the situation of the

Institute’s employees was almost unbearable in the mid-

1920s: „In 1924, an explanatory report for the construction

of the Institute’s buildings was submitted to the Ministry of

National Defense which included an application for the

construction of an administrative building of the central

engine test room, central store house, central heating

building, barracks for crew, garages and canteens as well as

dormitory for unmarried officers…“11

None of these

requirements was realized, the state did not release money.

What could not be done in 1924 for the construction

of buildings and facilities, it should have been done in the

following period of time. In November 1924, two

representatives of the Institute, staff captain Bulis and staff

captain Kučera took part in „…a commissional drawing of

barracks for the Institute in the Military factory at Kbely.“12

More than half a year nothing was happening, but, from

August 10 to 14, 1925 „…measuring the construction site

was carried out, from August 18, the Viktor Beneš

company began transporting a material for construction,

and on August 20, the demarcation of buildings was done.

The construction of these Institute objects began:

stations of engine breaks, petrol cleaning stations and

propeller brake ones, as well as ready to hand storage

depots.“13

Thereby, the construction of the Military

Aeronautical Institute of studies, placed at Letňany, was

opened. In the chronicle, Javůrek characterizes running of

works at Letňany construction site in March and April of

next year this way: „…At Letňany, on the Institute

construction site, a brisk activity reigns…14

At the end of

1926 the chronicler describes that „…there were completed

outside parts of the buildings of aircraft test room, building

of engine test room. The administrative building was built

to the 1st floor.

15 On September 7, 1927, the Institute

sections started having been moved to the new buildings at

Letňany. Specifically, it concerned of central workshops,

electrotechnical section and the Institute central storage

depot. The complete moving of this Institute, including all

expert sections, to Letňany was happening from October

21, to November 4, 1927. The moving was completed by

adding the Institute Headquarters on November 4.

„…Thereby, for the Institute, a new period of intensive

work began, connected with equipping the all laboratories,

sections and workshops and introducing them to

function.“16

10 Ibid., p. 7. 11 Ibid., p. 24. 12 Ibid., p. 23. 13 Ibid., p. 31. 14 Ibid., p. 40. 15 Ibid., p. 46. 16 Ibid., p. 62.


3. Expert activity of the

Aeronautical Institute

In 1923, the first steps, necessary for the work of the

Aeronautical Institute, were made, nevertheless, the

buildings, dormitories for crew, etc. were still missing. In

August, despite all the problems, captain Bulis and Captain

Kučera preliminarily took over the 1st machine for the

Institute workshops. In October of the same year, these

Aeronautical expert fields were established:

radiotelegraphy, Air healthcare and Advisory Board for

construction of aerial combustion engines. On

September 1, Rudolf Steiner, sergeant in reserve, passed an

expert exam from meteorology in the frame of

meteorological section, and „he achieved very good

results.“17

3.1 Aircraft and engine testing

At Kbely airport, rockets produced by firm Ing.

Janeček were tested under supervision of the Institute

experts; the long-term testing the engine Walter, 220 HP,

began in the factory of firm Walter. In November, the

institute workshop for fine mechanics started its activity

that was moved at Kbely airport one year later. On June 27,

1924, the Institute workers took over a radiotelegraphic

laboratory equipment from Aviation material acceptance

administration at Libeň. On February 16, 1924, the

experiments with new delivered illuminating ammunition,

produced by firm Vickers, were carried out at Kbely

airport.

The Institute officers took part in a lot of further

technical tests, e.g. structure load and breaking-down tests

of the A-11 battle airplane from March 4 to 6, 1925,

strength tests of undercarriage of the reconnaissance Š-16

airplane (November 20, 1925), takeover of new aircraft for

the army, e.g. April 7, of the same year, in the Aero

factory, testing the protective packaging of petrol tank

manufactured by K. Zázvorka firm on January 14, 1927.

The Institute was also verifying aviation engines: From

March 14 to 31, 1927, the engine Walter Jupiter 420 HP

was being tested, during days June 22 and 23, the

hydroplanes A-29-418

were being tested by workers of the

Institute on the Vavřinec pond at Uhlířské Janovice.

The command of the Czechoslovak Air Force did not

underestimate either the question of aerodynamics:

„…Doctor Em. Hof was sent to the Eiffel’s laboratory of

aerodynamics in Paris by decree of the Ministry of

National Defense, to have been present when testing the

aerodynamics of school plane models.“19

These were

models of the types: Avia B-29, Avia B-34, Šmolík Š-24,

Šmolík Š-25, Škoda B-2, Škoda B-3, Aero A-31. The

participation of experts of the Military Aeronautical

Institute of studies during testing the airplanes became

17 Ibid., p. 12. 18 See https://en.wikipedia.org/wiki/Aero_A.29. 19 JAVŮREK, K. Kronika Vojenského leteckého ústavu studijního, léta



a matter of course. „…January 13, 1928, the A-12 and

Š-20 airplanes were being tested in the Military factory for

producing airplanes at Letňany when representatives of the

Institute were present, and January 18, the B-33 airplane

was tested at the firm Avia.“20

Fig. 4. The Letov Š-20 airplane tested on January 13, 1928, in the

Military factory for producing airplanes at Letňany where the

experts from the Institute were present.

3.2 Medical examinations of pilots and

establishment of the experimental squadron of

the Institute

In the frame of the Military Aviation Institute of

Studies (VLÚS), the 6th

Interest Commission of the

Guidance Corps for Aeronautical Health Science was set

up. January 18, 1924, on its first proper meeting, a proposal

about carrying out the physician exams for flying crews

was negotiated. It was a significant step in pilots and

observers’ healthcare that was being further developed

after integration of psychotechnical laboratory of the

Masaryk’s Academy of Labour in Prague, led by Assoc

Prof Forster, Dr, and the Medical Section of the Institute.

„…Rooms were released in branch of the Military

Crew Hospital at Hradčany. Major Dominik Čapek, MD,

was charged with management of this integrated unit.“21

In

the right time, because on April 1, 1924, the Ministry of

National Defense set up the Experimental Squadron in the

frame of the Institute. Then, on March 1, 1925, this

squadron was established from the technically-

administrative viewpoint as a particular technical unit that,

consequently, on January 7, 1926, was moved into the

pavillion No. I of the 1st Aviation Regiment at Kbely,

where nine rooms were assigned to it.

From July 19–21, 1926, the reconnaissance squadron

was being moved from Kbely to a newly building that was

built for crew at Letňany.

The first airplanes were assigned to it by the Ministry

of National Defense decree, specifically: One B-17, two

Albatroses and one Š-10.37 airplanes. In the same year,

demanding load and breaking-down tests of the A-11

20 Ibid., p. 70. 21 Ibid., p. 17, 20, 53.


airplane were being carried out. Under the supervision of

members of the Institute permanent personnel („gážisté“22

),

the Š-20 airplanes were being tested, and commission

inspections of the A-12 airplanes were carried out at the

Aero factory.

For completeness, the Armament and Anti-Aircraft

Dept (the future Armament and Anti-Aircraft Section of the

Institute) is needed to mention. It was set up on November

20, 1927. His commander was first lieutenant František

Egert, the expert for technically-armament means of

Aeronautics.

Fig. 5. For the first time in Czechoslovakia, the Black arches (nun

moth), dangerous for forests, was persecuted by pilots from the VLÚS in 1926.

3.3 Airplanes of the Military Aeronautical

Institute of Studies were used when fighting

the forest pests

Last but not least, the VLÚS was also a pioneer in the

use of airplanes in the care of forest economy. „…On June

13, 1926, J. Kostrba, staff captain, field pilot of the

Aviaton, went to Opava for reconnaissance of the forested

terrain affected by the Black arches.23

According to the

telephone order of General Čeček, the Head of the Aviation

Department, in June, the experimental squadron of the

Institute set up an aerial detachement near Hradec, Opava

region, in order to practically test killing the Black arches

by spraying from airplanes.“24

This mission was

commanded by the aforementioned staff captain Kostrba

and his group used the A-11 and A-26 airplanes.

3.4 Testing a helicopter model

The Institute representative was present when public

testing the sculpturer František Formánek (from Česká

Třebová) helicopter model. „The Formánek’s helicopter

model (it would be more correct to call it as a flying rotor)

was really flying. This machine could only vertical flight,

22 The Institute employees, usually officers and sergeants, in the period

of the first Czechoslovak Republic were called „gážisté“. 23 See https://en.wikipedia.org/wiki/Black_arches. 24 JAVŮREK, K. Kronika Vojenského leteckého ústavu studijního, léta



i.e. hanging and vertical take-off depending on the electric-

engine power cable length.

The first flight took placed on November 5, 1928, in

Česká Třebová and the model was even demonstrated to

movie-makers. On November 18, captain Benesch from the

VLÚS was present at presentation but, unfortunately, when

flying, the model was damaged. Then, the Formánek’s

model was even tested in the VLÚS. The tests were opened

on March 23, 1929, and Mr Formánek took part in them

personally.“ However, the model was damaged again, and

it had to be repaired. On March 25, something similar was

repeated, and therefore Mr Formánek did not take part in

further testing any more. „He learnt from a test protocol,

that received after testing, that the rotor of his model is

insufficient efficiency because its blades weren’t twisted,

and also there was pointed out to its insufficient

stability.“25

Fig. 6. Formánek’s flying rotor was being tested in the VLÚS in 1929.

3.5 Creating an Aviation terminology

Every specialization of human activity has to have its

own terminology. In the first period of its existence, the

Military Aviation Institute of Studies participated in the

creation of the Czech terminology for a discipline of

Aviation. Chronicler Javůrek commented this fact no way,

he only recorded the outcome of this process: „The

Ministry of National Defense implemented new official

aeronautical designations, namely letoun (airplane),

letounek (small plane), větroň (glider), vrtulník

(helicopter). From the organizational viewpoint there were

created these names: šipka (section), letka (squadron),

peruť (wing). The designation air regiment remains.“26

The article, published in the magazine L+K, No. 6,

2002, p. 49, concerns this topic: „…To widespread

terminological action organized by the MND also to its ref.

2359/23 representatives of the Czechoslovak Aeroclub

expressed themselves by their answer and reccomendation,

ref. 1132/23, from October 16, 1923, signed by General

Secretary of this Aeroclub, Mr. Hypša, and elaborated by

Dipl Eng Beneš.

25 BENEŠ, Ladislav. Československé vrtulníky známé i neznámé:

[historie, projekty, prototypy]. V Olomouci: Votobia, 1998, p 27.

Acc. to Javůrek, the presentation of the helicopter model had already been on March 22, 1929.



fund without a registration number, p. 11, 15, 20.


The opinion of Dean’s Office of the Faculty of Law at

Charles University in Prague, signed by Dean Hobza, was

also significant. In the ref. F. P. 5./192ú24 from October

20, 1923, there was announced to the Guidance Board of

the Military Aeronautical Institute of Studies beside the

Ministry of National Defense that '… the professor corps of

the Faculty of Law led negotiation at its meeting on

October 17, this year, on the terminology of aviation law

and made resolution with all the votes on it, in order to the

basic terminology, proposed by the Czechoslovak branch

of the International Legal Commission for Aviation, have

been chosen and recommended to the government, and

further accepted also by the Local Corps Terminology

Commision as the only terminology meeting the scientific

requirements, spirit of Czech language, and practical need.

This nomenclature was introduced definitively in the Czech

legal science and is used especially in special lectures on

aviation law that are held at the faculty already for the

second year. According to it, these basic names should be

used: 1) „Letadlo“ (aircraft) as the widest name includes all

instruments moving in the air. This name shall be used

everywhere where no special kind of apparatus is meant,

hence aviation (not aeronautical), airport, aviation law, Air

line, Aviation Authority, Aviation plants, etc.'“27

And evidently, therefore, the name of the institute was

changed. This occurred on December 1, 1923, when:

„…According to the Material Bulletin of the Ministry of

National Defense, part 59, the current name Aeronautics

(Aeronautical) is changing, and the other names, originated

from it, of the departments and institutes to the Aviation.

The new valid naming of the Institute is thus: „The Military

Aviation Institute of Studies.“28

4. Promotion, international

cooperation and publication activity of

the Institute

4.1 Promotion of the Institute

It is possible to read in the Chronicle, that in the

Institute beginnings, its the main activity was propaganda,

cooperation with the press: „…While the intelligence

section has made various strides towards the overall

organization of air intelligence, however, for the lack of

staff, it was necessary to abandon the proposed intentions

and to confine themselves to the activity of a character of

a kind of advertising rather than intelligence in the true

sense,“29

admitted Javůrek, and added that the Institute got

at its establishing altogether 109 books from the Ministry

of the National Defense. These became the fundament of

the library, that had further gradually been expanded by

publications ordered in France.

27 PAT, Ptali jste se. In L+K, no. 6, Praha 2002, p. 49. 28 JAVŮREK, K. Kronika Vojenského leteckého ústavu studijního, léta

1922–1932. MTIAFAD Prague, Technical library, stored in a special fund without a registration number, p. 14–15.

29 Ibid., p. 6–7.

In the later years, the promotional activity of the

Institute was even increased. In this area, the Institute took

over a guarantee for entire military aviation.

„…On February 22, 1927, staff captain Dr Dipl Eng

Bucháček, departed from Prostějov to Olomouc to

negotiate the participation of the Air Force units at the 4th

International Air Show in Prague and to view at what was

already prepared.“30

In the military aviation exposition, the

preparatory works was commissioned to: captain Dipl Eng

Javůrek, Dr Dipl Eng Friedrich and Dr Emil Hof. In this

exhibition, organized under the auspices of the President of

the Republic, the Institute took part in: „… by its own

comprehensive exposition. … The gypseous model of the

Institute, plans of buildings, and publications issued by the

Institute were exposed. Expositions of individual sections,

aircraft section, engine dept., navigation, meteorological,

medical sections were there, too.“31

4.2 International cooperation

Another important moment that could be included in

the socio-political activities was the international

cooperation within the states of the so-called Malá dohoda

(Small Agreement). „…Staff captain, field pilot of Air

Force, Kostrba carried out a flight to Krakow and the flight

back to Prague, accompanied by the Romanian airmen,

who were staying at an official visit to Prague.“32

Fig. 7. General Bernard Pujo. See text below.

It is worth noting that the Institute’s engineers were

well-linguistically prepared and able to speak fluent about

their work, for example, in French: „…June 21, 1928, the

Chief of the French Air Force, General Pujo, arrived at the

Institute inspection with pilots of the French Air Force. The

visit thoroughly inspected the entire Institute, all its

departments, in which the individual professional

employees and chiefs gave an expert interpretation. Engine

tests were shown to guests in the flight engine dept.“33

However, in the 20s of the last century,

Czechoslovakia was not visited only by delegations from

30 Ibid., p. 52. 31 Ibid., p. 54, 55. 32 Ibid., p. 32–33. 33 Ibid., p. 80.


that time European power France but from Yugoslavia,

Poland, England and even Japan, too. „…On December 13,

1928, the Institute was visited by lieutenant colonel Dipl

Eng Hadi Popovič accompanied by captain Ivo Kojar, the

assigned military attachè of the kingdom of Yugoslavia, in

Prague, and they briefly inspected the Institute mainly from

the structural-building viewpoint. …On April 4, 1929,

Major Dipl Eng Jan Szczuski, captain Byleneski from the

Institut badani Technicznych Lotnictva, Warsaw, and

professor M. Joshii from the Aerodynamic Research

Institute of Tokyo, inspected the Institute and its facilities.

…On April 16, English officers Major Howard Williams

and Major Bryant went to see the Institute accompanied by

Major Plass. After guided tour taking cca an hour, they

thanked for accompanying and mentioned that they were

very impressed by the Institute. Most of all, they were

interested in the photographic chambers, aerodynamic

tunnel and equipment of measuring station.“

It was necessary to establish contacts with talented

young people to restore or supplement the Institute's

working team. „…On November 29, 1929, The Institute

was visited by professors and students of the Czechoslovak

Technical College, Mechanical Department, in Brno.“ The

other day, the Institute was visited by students from the

German Technical College in Prague.34

Fig. 8. The visit of T. G. Masaryk of the Institute on May 21, 1935.

4.3 Publication activity of the Institute

The 13th

Air Dept. of the Ministry of National

Defense secured also publication activity.

From June to December 1921, seven editions of the

„Bulletin zpráv o letectví“ (the Bulletins with Military

Aviation news) were issued in the redaction of captain

Rypl.

The Mr Rypl’s editorial work was followed by the

magazine „Aviation News“ that was issued from January 1,

1923, by the Military Aeronautical Institute of Studies.

The first number of the magazine was issued in 300

copies, later, the publication reached even 350 pieces.

From January 1925, this monthly magazine was being

issued in a new modification with a pilot emblem on cover.

34 Ibid., p. 94, 105–106, 112.

On August 1, 1926, Dr Emil Hof became its responsible

editor. He was appointed to this position by the Ministry of

National Defense. In 1927, this periodicum was renamed as

the „Zprávy vojenského leteckého ústavu studijního“ (the

News from the Military Aviation Institute of Studies).35

5. Socio-political and athletic life

within the Institute

In the period of the first Czechoslovak Republic, the

Institute staff, usually officers, members of the permanent

personnel, actively participated in the socio-political and

sporting life. An evidence of this proposition can be, e.g.

participation of the Institute official delegation at the

funeral of the tragically deceased first Czechoslovak

minister of finance Alois Rašín.

Employees of the Aviation Institute contributed to the

new Republic also financially: „On March 1, 1923,

members of the permanent personnel contributed by its

collection to the golden treasure of Republic.“36

Since the

same year, the Institute had been celebrating the birthday of

the 1st President of our state, Tomáš Garigue Masaryk. In

1924, e.g. „…on the birthday (March 7), the ceremony took

place in the indoor riding hall of the artillery regiment

No. 1 where lieutenant colonel Dr Langer made a festive

speech.

Just before that, On February 29, the Institute

members also celebrated the 60th

birthday of General

Inspector of the Czechoslovak Armed Forces, and writer

Josef Svatopluk Machar: „On that day, a festive academy

was held in the rooms of the National House at Karlín,“ the

chronicler wrote. Later, the celebration of Masaryk’s

birthday was no longer taking place with such a pomp

because: „President wishes, his birthday to be celebrated

with work,“ the chronicler wrote in 1929.

In 1924, however, the soldiers reminded themselves

the tenth anniversary of the beginning of the Great War.

„…On the day of the 10th

anniversary of the World War

outbreak took part in nationwide obit, organized at the

cenotaph on the Venceslav’s square.“37

Annual celebrations for the founding of the

Republic – October 28 – were also a matter of course. In

1923, according to the chronicle, a soccer match of the

Letecká jedenáctka (Air Soccer Elevens) team against the

Autoprapor (Car Battalion) team took place for this

purpose, namely on the playground of the Sporting Club

(SK) Břevnov at Skalky. „At the thirteenth hour, a festive

academy was organized for the team at the National House

at Karlín with a selected program,“ was recorder by

Javůrek. On Sunday, October 28, the itself celebration of

a memorable day was held at the Prague-Kbely Airport.

One year later, October 27, even track and field athletics

races were organized in the frame of the celebrations of the

35 Ibid., p. 27, 51. 36 Ibid., p. 9. 37 Ibid., p. 18–19, 21.


Republic founding. On October 28, the solemn oath of new

soldiers took place at Prague-Kbely airport.

The Institute employees had been reminding

themselves traditions of the Czechoslovak Army restored

by the famous victory of Czechoslovakians in Russia at

Zborov: „On September 28, the Czechoslovak Defense

Force celebrated the tenth anniversary of the founding of

the Czechoslovak Army, the České Družiny na Rusi (the

Czech Retinue at Russia) and the company „Na zdar“ (For

Success) in France. The team of the Institute participated in

this celebration at Žižkov barracks together with the Air

Regiment No. 1.“38

Considering the frequency of similar

actions, it is clear, why was, for their securing within the

Institute, established an Education/Enlightenment

Department, and its chief and librarian were appointed on

June 16, 1925.

However, active participation in the social-political

life of that time state was not the primary mission of this

young Institution. This was the work for the emerging

Czechoslovak Air Force.

6. Participation in air races

In the period of the 1st Republic, The Air Force was

the appreciated component of the Czechoslovak Army. The

familiar password – „Air is our sea” was valid, and

therefore, it is completely natural, that also pilots of the

Military Aviation Institute of Studies took part in, of

course, with variable successes, of different air races.

6.1 Failures

„…On July 5, 1926, captain, field pilot of Aviation,

Ludvík Budín took part in the 'Circular Flight of the

Czechoslovak Republic Aeroclub' for the prize of the

České slovo paper on the track Praha – Hradec Králové –

Opava – Moravská Ostrava – Olomouc – Nitra –

Bratislava – Brno – České Budějovice – Plzeň – Praha

in category B: Multi-seat airplanes with engine over

100 HP, with the A-11 airplane, with engine Walter

240 HP. He was eliminated during the race, as, when

repairing, he used tools he did not bring with him. Clean

flight time was 6 hours 49 minutes 55.6 seconds.“ On

September 12, 1926 „…the VIth

Air Race at speed for the

President of the Republic prize, was held. Within the race,

captain, field pilot of Aviation, Ludvík Budín flew on the

Š-20 airplane and achieved the average speed

234,085 km/hour.“39

Air races were very significant in the First Republic

era from the viewpoint of an international prestige. „…The

MND authorized captain Budín to taking part in the Air

Race around Malá Dohoda (the Small Agreement) and

Poland that was held on August 27–28, 1927. He was

racing on the A-11 airplane equipped with the engine

Jupiter; however, he did not finish the race, as a propeller

boss of his plane was damaged. The race was won by the

38 Ibid., p. 22. 39 Ibid., p. 42–43.

Yugoslavs on an airplane of domestic design.“ The

following year, Ludvík Budín could not attend this race any

more, because he had an accident on the Letňany airport,

on June 25, 1928, when testing the A-11 airplane equipped

with the special dash board „Pioneer“, and he seriously

injured himself. Therefore, only Captain Gustav Benesch

took part in the race as a representative of the Institute and

an observer on the A-30 airplane that was driven by pilot

officer Novák. But, neither he was lucky: „…He was flying

almost all the race in record time, but, during the last etape,

when he was coming back to Prague, the engine of his

airplane failed at Mikulov on Moravia, and Novák had to

make a crash-landing, so he could not finish the race.“40

6.2 Achievements

The achievements also came after all: „…On June 6,

1928, Major, field pilot of Aviation, A. Vicherek took off

on the Avia BH-11B airplane equipped with the engine

Walter with power 60 HP to record-setting flight for

duration and distance in a closed circle. His flight took in

total 20 hours, 01 minutes 10 seconds when reaching

a distance of 2500 km (with coming back to the place of

start). Both performances are national records of

Czechoslovakia.“ But, Major Vicherek had even higher

goals. On October 5, 1928, at 8.45 a.m., he took off from

the „Praha“ airport „…to a long distance flight in straight

line with the attempt to overcome the world record on

a distance with a single-seater airplane with a low power

engine and an empty weight 200–350 kg. The airplane

Avia BH–11B with the engine Walter, with power course

60 HP, was used. Because of engine failure, Major

Vicherek had to make a crash-landing at

Bědnoděmjanovsk, and passed the distance of 2011 km.“

However, this Vicherek’s unsuccess is only apparent

because The World Air Sports Federation recognized his

flight as a world record in the category of airplanes.41

Fig. 9. The airplane Avia B.H.11; Aviation Museum, Prague-Kbely.

40 Ibid., p. 58–59, 82. 41 Ibid., p. 82, 89. See also the magazin Letectví. Vol. VIII, no. 11,

p. 354–355.


6.3 Air accidents with tragic consequences

Aviation is a hard work that is connected with many

positive emotions and experiences, nevertheless, from time

to time, it is paid dearly, for the noble human desire to take

off: „…On September 10, 1925, sergeant, field pilot,

airman Miroslav Seidl, member of the Institute

Experimental Squadron, took off to make the BH-7

airplane flight test for the purpose of the race for the

President of the Republic prize. During the flight, one

aileron was snapped away from the airplane. The airplane

had crashed and sergeant Seidl was transported to the

Military Hospital with serious injuries.“42

Sometimes, the highest prize is paid for flying: human

life. „…On September 24, 1925, the Institute lost nice and

good officer, staff captain, field pilot, airman Jindřich

Kostrba, commander of the Institute Experimental

Squadron. It was on the occasion of the visit of the military

airmen of the brotherly Yugoslavia, who arrived in Prague

on September 22. After a tour of aircraft and engine

factories in the Republic, Friday, September 24, was

determined for departure of the Yugoslav airmen to

Krakow. Tragic misunderstanding when airplanes taking

off caused crash of two airplanes. The commander of

Yugoslav Squadron, colonel Jugočič, staff captain Jindřich

Kostrba, and first lieutenant Něgovan tragically died.“

These short, but very sad, stories can be closed by event

from October 3, 1926, when, during air show in Pardubice,

sergeant Fiedler crashed with the A-15 airplane.

Unfortunately, this pilot died, too.43

Fig. 10. The wreck of the Ab-11 plane of Jindřich Kostrba after his

accident on September 24, 1926.

7. Social unrest, an attempt to

escape abroad, adverse weather

The Institute members were, and as soldiers even had

to be, loyal to the democratic system of the 1st

Czechoslovak Republic from its beginning.

42 Ibid., p. 43. 43 Ibid., p. 43–44.

Therefore, it is not surprising that when, in July 1928,

the strike of workers of the Military factory for producing

airplanes (Vojenská továrna na letadla) at Letňany, who

wished to raise wages, broke out „…the privates of the

Institute as well as of other Air Force units worked in the

factory.“44

The chronicle does not give details, but the

information itself shows that everything was not always as

easy as it may seem from today point of view. Which is

evidenced by another episode dating back to 1928. „…On

March 24, civilian employee Shooky announced to the

executive sergeant of the Experimental squadron, that he

was tempted by privates Pavelka and Ulrich, assigned to

the Institute, to fly away to Russia, they would steal an

airplane in either the hangar of the Masaryk Aviation Ligue

(Masarykova letecká liga, MLL), or in the hangar of the

Military factory for producing airplanes.“ … Private

Pavelka, on the other hand, claimed, that he was being

persuaded by Šooky: „…to take, with the help of an

acquainted pilot, the airplane from the airport hangar and

fly away together to Russia.“45

Also, the adverse weather, similarly like today, had

used to cause many difficulties. „For the whole February

1929, unusually persistent and strong frosts prevailed

throughout the country, which culminated from February,

11–13, when they reached up to –30 °C; as a result of these

frosts, the staff of the Institute were frequently ill. With

these tough frosts and unprecedented loads of snow,

considerable damage was caused on the Institute buildings,

roofs, ceilings, walls, gutters, and water conduct

installations.“46

8. Number of employees and expert

workplaces of the Institute in 1928

As can be seen from the facts selected from the

Institute chronicle, the Institute was completely relocated to

Letňany from various temporary buildings in 1927.

Fig. 11. Economy of the Military Technical Institute in 1928–1931.

Data from the years 1930 and 1931, recorded in the

chronicle, do not show that the state contribution for the

operation of the Institute was reduced in the first two crisis

years.

44 Ibid., p. 83. 45 Ibid., p. 74–75. 46 Ibid., p. 104–105.


A year later, the Ministry of National Defense issued

a decree Ref. No. 540 – dův. III./1. odd 1928, which

provided for the peacekeeping number of soldiers of the

Air Force on the basis of a revision of the Army’s

organization scheme.

Fig. 12. A view over the VLÚS campus in 1927.

„According to this decree, the Military Aviation

Institute of Studies consists of

1) Headquarters of the Institute and auxiliary

authorities of the commander (manager of the

military administrative service, technical

administration, economic administration, chief

physician, registry;

2) Auxiliary Squadron;

3) Airplane Testing Department (with measuring

station and officer of armament);

4) Departments, laboratories, workshops and

warehouse.

These belong to them:

a) Department of airplanes and propulsors;

b) Department of aviation combustion engines;

c) Aerodynamic laboratory;

d) Photooptic department;

e) Medical and psychological department;

f) Department of Electrotechnical and Airborne

Radiotelegraphy;

g) Workshops and warehouse;

h) Weather service officer (Study Officer);

i) Library;

j) Drawing office.“

As concerns as personnel and airplanes, the chronicler

states the total number of officers: 16 + 4, sergeants: 13,

crew: 76, from them: 12 soldiers in another active duty,

13 civilian employees and 18 airplanes except prototypes

allocated for the period of tests.47

The first decade of the Institute activities, i.e. period

from 1922 to 1932, can be characterized as a phase of the

Institute construction and the first practical tasks in above

mentioned specializations.

47 Ibid., p. 87–88.

Despite all the difficulties, it was a period of full

confidence in the Czech aviation industry, represented

mainly by the factories Aero, Avia and Letov, and of the

belief in the force of a military Aviation.

The world economic crisis on the turn of the 1920s

and 1930s also unfavourably affected Czechoslovak

aviation. Its stagnation began. „While in 1924, when big

boom of military aviation started, the subventions were

130 million crowns, in 1930, it already was only 83 million

crowns. … Aviation factories were forced to lay off

a number of their employees, and had to partially introduce

additional, non-aviation production. E.g., the firm Aero had

to produce passenger cars, the firm Letov folding kayaks,

etc. in addition to airplanes.“

Civilian and military airplanes, used at that time,

gradually became obsolete, and Czechoslovak designers

and aviation factories could not catch a coming of all-metal

low wing airplanes with retractable landing gears. So,

Czechoslovak Air Force further used biplanes. „Neither the

Military Technical Aviation Institute changed anything in

this situation. Although, it did a lot of meritorious work but

never gained the possibility of systematic and long-term

research. More or less, the role of probation and

acceptance, i.e. passive role, was attributed to the Institute.

It caused that our Aviation Industry began losing its breath

in a world race that came during the first half of the thirties

of the 20th

century.“48

In 1932, the Military Aviation Institute of Studies

was, for economic reasons, integrated with the Military

Technical Institute under the name Military Technical and

Aviation Institute (VTLÚ).

Fig. 13. Static strength structure examination of horizontal tail

surfaces of the Š-2 airplane.

Conclusion

After the end of the World War I, a favourable

situation was created in Czechoslovakia for the

establishment of a specialized aeronautical institution that

48 RAJLICH, Jiří a SEHNAL, Jiří. Vzduch je naše moře: československé

letectví 1918–1939. Praha: Naše vojsko, 2002. 188 s., [40] p. color. fig. enclos. ISBN 80-206-0589-4, p. 81–82.


both the army, and the emerging civil aviation needed.49

Therefore, in May 1922, the Aeronautical Institute of

Studies was established, which soon became fully ready for

its basic functions of overseeing the development,

production and testing of airplanes. Since 1923, the

professional monthly magazine Aviation News was being

issued; that was, since 1927, renamed as the News from the

Military Aviation Institute of Studies.

Pilots of the Experimental Squadron, e.g. Major

A. Wicherek with the airplane Avia BH11B, broke

records, taking part in Aviatin Races within the Republic

even abroad. This period can be considered as a prosperity

period that was related to the economic boom of the 1920s

which, of course, reflected favourably in building the army

and the military aviation and which should soon had been

replaced by the economic recession and hence the

stagnation of the Military Technical Institute between years

1932 and 1933; part of which, for economic reasons, the

Military Aviation Institute of Studies became January 1,

1933.50

Acknowledgements

Research described in the paper was worked out in the

frame of the 22nd

International Student Conference on

Electrical Engineering, POSTER 2018, under the

supervision of Marcela Efmertová and Jan Mikeš

(Historical laboratory of electrical engineering, Faculty of

Electrical Engineering of the CTU in Prague) and within

the grant No. SGS17/131/OHK5/2T/13: Technical

Professions: Technical Engineers and the Czech Society

(Between Scientific Milieu, National Prestige and

Entrepreneurial Activities) in the Years 1881–1945.

References [1] JAVŮREK, K. Kronika Vojenského leteckého ústavu studijního, léta


fund without a registration number (also VÚA/VHA, fund VLÚS, Kronika VLÚS).

[2] RAJLICH, Jiří a SEHNAL, Jiří. Vzduch je naše moře:

československé letectví 1918–1939. Praha: Naše vojsko, 2002.

188 p., [40] p. color. fig. enclos. ISBN 80-206-0589-4, p. 81–82.

[3] VYMĚTAL, L. ŠPELINA, J. 85 let ve službách letectví. 1922–2007.

Letové zkoušky – Historie a současnost. [online]. 2017. [Accessed

30 March 2017]. Available from: http://www.vzlu.cz/cs/85-let-ve-

sluzbach-letectvi-c137.html

[4] KUČERA, Pavel. Od pokusné letky VLÚS po Letecký zkušební oddíl

VTLÚ. Letové zkoušky ústavu dvacátých a třicátých let a osobnosti

pilotů. In: PLAVEC, Michal et al. Než podmaníme vzduch: zalétávací a zkušební piloti a letecké výzkumné ústavy. Praha:

Národní technické muzeum v Praze, 2012. 203 p. Work from history

of technology and science; Vol. 29. ISBN 978-80-7037-211-1, p. 57–82.

49 VYMĚTAL, L. ŠPELINA, J. 85 let ve službách letectví. 1922–2007.

Letové zkoušky – Historie a současnost. [online], p. 1. 50 JAVŮREK, K. Kronika Vojenského leteckého ústavu studijního, léta


fund without a registration number, p. 147–148.

[5] BENEŠ, Ladislav. Československé vrtulníky známé i neznámé:

[historie, projekty, prototypy]. Olomouc: Votobia, 1998.

236 p. ISBN 80-7198-326-8.

[6] Lidové noviny. Vojenský věstník. 8. 11. 1918, p. 2. [online]. 2017.

[Accessed February 14, 2018]. Available from: https://www.lidovenoviny.cz/ctecka.aspx?d=08.11.1918&e=LN1#str

ana=2

[7] Aero A.29. [online]. 2018. [Accessed March 1, 2018]. Available

from: https://en.wikipedia.org/wiki/Aero_A.29.

[8] Black arches. [online]. 2018. [Accessed March 1, 2018]. Available

from: https://en.wikipedia.org/wiki/Black_arches.

[9] Masarykova letecká liga. [online]. 2018. [Accessed March 3, 2018].

Available from: https://cs.wikipedia.org/wiki/Masarykova_leteck%C3%A1_liga

[10] Letov Kbely. [online]. 2018. [Accessed March 3, 2018]. Available

from: https://en.wikipedia.org/wiki/Letov_Kbely

[11] Heinrich Kostrba. [online]. 2018. [Accessed March 3, 2018].

Available from: https://en.wikipedia.org/wiki/Heinrich_Kostrba

[12] Čs. Letectvo ve dvacátých letech dvacátého století. [online]. 2017.

[Accessed March 30, 2017]. Available from:

https://www.valka.cz/1171-Cs-letectvo-ve-dvacatych-letech-

dvacateho-stoleti

[13] Pujo, Bernard-Bertrand-Léon. [online]. 2018.

[Accessed March 10, 2018]. Available from:

http://www.generals.dk/general/Pujo/Bernard-Bertrand-

Léon/France.html

[14] Letov Š-20. [online]. 2018. [Accessed March 10, 2018]. Available

from: https://en.wikipedia.org/wiki/Letov_Š-20

[15] Avia BH-11. [online]. 2018. [Accessed March 10, 2018]. Available

from: https://en.wikipedia.org/wiki/Avia_BH-11

[16] Výzkumný a zkušební letecký ústav. [online]. 2018.

[Accessed March 10, 2018]. Available from: https://cs.wikipedia.org/wiki/Výzkumný_a_zkušební_letecký_ústav

[17] PAT, Ptali jste se. In L+K, no. 6, Praha 2002, p. 49.

About Author...

Zbyněk NIKEL was born on July, 4, 1966, in Bílovec. He

is an employee of the Military Technical Institute of Air

Force and Air Defense in Prague. Nikel’s studies

concerning the planned dissertation with the working title

History of the company Pála et al., factory of electric cells

and batteries in Slaný, 1889 (1919)–1945, was approved by

the Scientific Council of the CTU doctoral study program

History of Science and Technology on February 8, 2018.

http://www.vzlu.cz/cs/85-let-ve-sluzbach-letectvi-c137.html

http://www.vzlu.cz/cs/85-let-ve-sluzbach-letectvi-c137.html

https://www.lidovenoviny.cz/ctecka.aspx?d=08.11.1918&e=LN1#strana=2

https://www.lidovenoviny.cz/ctecka.aspx?d=08.11.1918&e=LN1#strana=2

https://en.wikipedia.org/wiki/Aero_A.29

https://en.wikipedia.org/wiki/Black_arches

https://cs.wikipedia.org/wiki/Masarykova_leteck%C3%A1_liga

https://en.wikipedia.org/wiki/Letov_Kbely

https://en.wikipedia.org/wiki/Heinrich_Kostrba

https://www.valka.cz/1171-Cs-letectvo-ve-dvacatych-letech-dvacateho-stoleti

https://www.valka.cz/1171-Cs-letectvo-ve-dvacatych-letech-dvacateho-stoleti

http://www.generals.dk/general/Pujo/Bernard-Bertrand-Léon/France.html

http://www.generals.dk/general/Pujo/Bernard-Bertrand-Léon/France.html

https://en.wikipedia.org/wiki/Letov_Š-20

https://en.wikipedia.org/wiki/Avia_BH-11

reminiscences from the chronicle of the military aviation institute...

Documents