It is said that although Czechoslovakia is a small country, its military industry has never been weak. After being occupied by Germany before World War II, these industrial capabilities were also used by the Germans, and at the end of World War II, the Germans ran away before they had time to wreak havoc, leaving a lot of foreign influence on the Czechs.
During the German occupation, the fuselage, spare parts and jet engines of the Me 262 fighter were handed over to Avia and some other factories in the Czech Republic for production, and the final assembly plant was planned to be established in the Czech Republic. So when they got out, the Czechs found that the jet fighter’s drawings, technical manuals, system spare parts, parts, engines, and the built airframe were all indispensable. What’s more commendable was that even the production fixtures and tooling were intact, all in all except nothing. Prototypes, almost everything.
So what else is there to say? Made! Who wants to hold the wooden propeller plane given by the Soviets as treasure? The Czech Air Force immediately decided to produce Me 262, stepping into the jet era. However, it can no longer be called Me 262. It is politically incorrect, so it is named Avia S-92, nicknamed "Turbina".
Although the name has changed, it is generally believed that S-92 is an exact clone of Me 262A-1a. In fact, I saw these pure German-flavored jets whizzing by At that time, it still caused quite a shock to the allies. Compared with the original Me 262, the Czech aircraft only cancels the R4M rocket launcher under the wings, and there is no difference in the rest. The Junkers Jumo 004 engine used by the
jet was manufactured by Avia’s engine maintenance department in Malesice, but the name was also changed to M-04. The weapons are still four 30mm German MK108 cannons, almost all of which are directly towed from the warehouse. Even these aircraft were painted in German grey-green in the early days of service, and the source was a bucket of seized German RLM02 paint.
The first S-92 was delivered in June 1946. Lightning signs were also painted on both sides of the nose to demonstrate might. The first flight by Avia’s chief test pilot Anthony Klaus was successful on August 27, and it is said that it crashed three days later. But at this time, the pace of production could not be stopped. A month later, the second S-92 was successfully tested. A total of 9 S-92s were produced, one of which also tried to use BMW's BMW 003 engine (the Czechs have everything), but the test flight failed and the Junkers engine was installed.
3 CS-92 two-seater trainers were produced at the same time for the needs of pilot conversion. This kind of aircraft is the Czech version of Me 262B-1a. The CS-92 made its first flight on October 12, 46, 12 days earlier than the second S-92.
S-92 was officially equipped with the 5th Squadron of the Czechoslovak Air Force in 1947, which became the Czech’s first jet fighter unit. The squadron is based at Kebeli Air Base near Prague, which is responsible for air defense in the capital. However, since the S-92 did not attempt to install radar during the entire service period, it could only perform daytime air defense tasks.
The Czech-made S-92 has a maximum flight speed of 870 kilometers per hour, which is basically the same as the German original Me 262. It is much faster than the Soviet-made La-7 fighter jets equipped by the Czech Air Force at that time. It only moves when turning. Sex is worse. However, Czech pilots found that this aircraft can still maintain lift when turning, while propeller fighters tend to lose altitude. If the pilot can master the flight characteristics well, the S-92 was still an excellent fighter in the late 1940s.
The biggest problem with this aircraft is the engine. In World War II, the service life of the Jumo 004 engine was only 30 hours, while the service life of the Czech M-04 engine was 60 hours. This is not because of differences in materials and craftsmanship, or differences in the quality of pilots, but simply because Czech ground crews have more time for maintenance during flight intervals. Czech pilotsDuring taxiing and take-off, the throttle can be operated more gently and carefully. In fact, the new M-04 engine may have problems the first time it is used. Pushing the throttle too fast or too slow or the aircraft making sharp turns will cause the engine to stall.
In addition, because the distance between the two engines is too large, if one of the engines stalls, although the single-engine thrust can still ensure the aircraft's return, it requires certain skills to control the wing and rudder to maintain balance. The
M-04 engine was sent back to the factory for reassembly and refurbishment after its service life expired. However, the Czechs discovered that the engine components (presumably the blades) would appear to creep. This is a problem caused by the basic design and cannot be solved. Therefore, after the flight time reaches 300 hours, the engine cannot be refurbished and is completely scrapped. In fact, the use time is 10 times that of the Germans in World War II. Because of the much longer service time, the foreign users of German weapons tend to eat more thoroughly than the Germans after the war.
The German final assembly line is just an idea after all, so almost all S-92 and CS-92 are produced manually, which is extremely dependent on the sheet metal craftsmanship of workers, and it takes 7000 man-hours to build one frame. According to the current statement, these aircraft are all custom-made by hand, which is very tall. However, this kind of value standard does not hold for aircraft. Czech pilots do not trust these hand-made gadgets. Although no other aircraft has crashed since the crash of the first S-92, all relevant personnel believe that the crash will happen sooner or later.
The Czech government can’t afford this kind of expense. Now that the Czech Air Force has already felt the jet and has shown the strength of the Czech aviation industry, continuing production has become a burden.
is not that no other country has taken a fancy to this kind of aircraft. The Yugoslav Air Force is very interested in it. At that time, Yugoslavia was equipped with three types of propeller fighters-American-made P-47, Soviet-made Yak-9, and homemade S-49, none of which could be compared with jets. As a result, Yugoslavia sent a pilot to receive S-92 training in 47, and reportedly signed a contract for two aircraft. However, Czechoslovakia’s own lack of mass production of equipment made Yugoslavia puzzled. They were very worried that Avia would switch to other aircraft after the decision to purchase and easily bring Yugoslavia into the ditch. On the other hand, the Czech government was also waiting for Yugoslavia to place a large order. They can only open the production line if they pay the money. Both sides waited for each other to take the first step. In the end, Yugoslavia decided to endure the past few years.
Another interested buyer is Israel. At that time, Israel had just established a state and was very interested in buying some advanced aircraft to defeat his neighbors. The Israelis' requirement was to either buy all the Czech prototypes with cash, or Avia directly opened a production line to build them. In 1950, the Egyptian intelligence agency reported that a twin-engine jet crashed at the Ekron Air Force Base in Israel, probably the S-92. Soon after, another Egyptian transport plane reported that it had been harassed by Me 262 during its flight.
So it seems that the Israelis really fought in the S-92?
later found out that everything was the ghost of British intelligence agencies. According to official records, Israel did not purchase Meteor F.8 jet fighters from Britain until 1953, and the British secretly provided Israel with several Meteor fighters in 1950. But at that time, the Egyptians had already paid a high price to the United Kingdom for the purchase of vampire fighter jets. Therefore, the British intelligence agency deliberately released the news of Israel's purchase of the equipment S-92 to cover up their double-sided misconduct. The plane that crashed was either a meteor or simply false news; the Me 262 that harassed the transport plane was undoubtedly an Israeli meteor fighter.
Of course, if the Jews really challenged the British Spitfire piloted by the Arabs in a Santoku jet fighter, it would be considered an interesting anecdote in aviation history, but unfortunately all this did not come true (Israel bought it instead) 20 Czech-made downgraded Bf 109G-Avia S-199).
It is difficult to find a masterpiece, and the pilots do not like it. Avia regards production as a burden, and the Czech government loses interest in the S-92. At that time, Avia had been approved to produce Soviet Yak-23 jet fighters.Efforts to obtain production licenses for advanced MiG-15 fighters and insist on manual production of German fighters during World War II will not leave a good impression on the Soviets. Another reason is that the 30mm ammunition used by the MK108 aircraft gun is a unique specification. The ammunition produced in the Czech Republic at that time included German specifications in World War II, Soviet specifications and Czech specifications. There are too many and too messy. There are few types of aircraft using the MK108 gun, so just stop it together with the ammunition production line. After
, these S-92s also flew with MiG-15 for several months, and they were withdrawn from the flight squadron in 1950 and were re-assigned as ground teaching aircraft for aviation schools. The CS-92 has been in service for a relatively long time, and by 1951 it had followed the S-92's footsteps.
At least one of S-92 and CS-92 has survived to this day, and both are kept in the Aviation Museum in Prague. V-33 S-92 was restored to the Czech Air Force’s standard camouflage and displayed on the Cold War aircraft section; V-35 CS-92 was restored to the Luftwaffe Me 262B-1a camouflage and displayed on the World War II aircraft section .
To be honest, I still prefer the German painting of World War II, there is a feeling of dispelling the earthy taste......
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