AVIATION IN HUNGARY TODAY

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600370777-9
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 4
• Document Creation Date: December 22, 2016
• Document Release Date: September 27, 2011
• Sequence Number: 777
• Publication Date: February 10, 1951
• Content Type: REPORT

d for Release 2011/09/27: CIA-RDP80-00809A000600370777-9
'1
bI'I mint{ IIAL
CLASSIFICATION CONFIDENTIAL
CENTRAL INTELLIGENCE AGENCY
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS
REPORT
CD NO.
COUNTRY
Hungary
DATE OF
INFORMATION
1950
SUBJECT
Transportation - Air, civil aviation
DATE DIST./
Feb 1951
HOW
PUBLISHED
WHERE
Monthly, weekly periodicals
OF PAGES
NO
4
PUBLISHED
Oslo; Vienna
.
DATE
Nov 1950
PUBLISHED
LANGUAGE
SUPPLEMENT TO
REPORT NO.
CONTAI 9CU UN`TRD STAY Ss W TWIN ATHE N[ANINIO DOR ISP ONAO[DACT NSO
U. S. C.. SI ANT SD. AS ARINDIO. ITS TRANSMISSION OR THE RIVILATION
or ITS COIITINTS IN ANT RANNIR TO AN VNAUTHORIIID ARSON IS PRO
HIIITID BY LAW. SOPRODUCTION OF THIS PORN IS SROHIIITIO.
THIS IS UNEVALUATED INFORMATION
AVIATION IN HUNGARY TODAY
- 1 -
CLASSIFICATION CONFIDENTIAL,,
TT
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COMMERCIAL AVIATION AND FLYING CLUBS -- Oslo, Flyging, Nall, Nov 50
Like the other Eastern European people's democracies, Hungary permits
only scanty information to leak out to the Western world about air activi-
ties there. Thus, the well-known Jane's All the World's Aircraft has still
not included a sec;ion on Hungary because of the extreme paucity of infor-
mation.' Only information on commercial flying is generally known.
Tr: qungarian Air Force has not been-built up since the war, and it is
not known to include any first-line units. If there are any, they were prob-
ably trained in the USSR and equipped with aircraft of the Yak-3, Yak-9, Pe-2,
and IL-2 types. These foul-'types are also being used extensively in Poland,
Czechoslovakia, Rumania, Bulgaria, and Yugoslavia. However, there ins a Hun-
garian military aviation, school using the types Arado Ar-96, Backer Bit-131,
Ut-2, and Zlin 20 and 26.
Commercial aviation in Hungary is today conducted only by East European
airlines. The Dutch KLM had a route to Budapest, but was forced to give it
up. The national Hungarian airline is MASZOVLET (Magyar-Szoviet Legiforgalmi
Tarsasag). This aviation corporation 1s owned jointly by Hungary and the
USSR, but the-Russians have 51 percent of the shares. The corporation owns
12 Russian-built DC-3 Type Li-2s and about four Po-2s, also of Russian manu-
facture. The Russian Aeroflot, the Czech CSA, and the Polish LOT airlines
also fly routes to Budapest. All of these companies use IL-12's and Li-2's.
It has been reported that MASZOVLET was to purchase a number of IL-112's,
but this cannot be confirmed.
The Hungarian government has done much to promote interest in aviation.
For example, the government has gone to a great deal of trouble to interest
the youth in model aircraft clubs, and it is easy for anyone properly oriented
politically to visit the large glider centers. A number of the gliders and
and sailplanes used at these centers have been built in Hungary.
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CONFIDFNTIM
The number of Hungarian flying clubs in existence is not known. They
are under the leadership of Magyar Aero Szovetseg (Hungarian Flying Associa-
tion), This organization is a member of the Federation Aeronautique Inter-
nationale (FAI).
The Hungarian aircraft construction industry was established during
World War II. The Hungarians did not begin with aircraft of the ireown0design,
but built on license such types as the Messerschmitt Me-l09, ,
the Caproni-Reggiane Re-2000. When the Russians overran Hungary, the Germans
dismantled the Hungarian factories and took the machinery and other equipment
with them. Some of this machinery and equipment was later brought back from
Germany. In the years after the war, the Hungarians sought to establish a
new Hungarian aircraft construction industry, heavily subsidized by the gov-
ernment.
OMRE (Orszagos Magyar RepQlo Egyest!let), the Hungarian. Aviation Society,
is doing much to support Hungary's new aviation industry. For example, annual
contests are staged for the best types in the various plane classes, and the
winners of the contests are given extra support in producing their type.
The most interesting and the most successful type of Hungarian plane is
undoubtedly the Kenya R-12, which is built by tb= largest factory in Hungary,
Aero-Ever in Esztergom on the Danube. It is a high-wing, two-place (side-by-
side) monoplane,and, among other things, is used to tow gliders. Because it
requires very little take-off and landing space and has very fine shock absorb-
ers in the landing gear, the type is particularly well-suited for use on small
and poor airfields. The designer is the well-known Erno Rtibik, who has also de-
signed several sailplanes, such as the R-22.
The Kanya R-18 has the following charac.;eristics: wing span, 11.60 meters;
length, 7.50 meters; height, 2.08 meters; wing surface, 14.0 square meters; net
weight, 410 kilograms; useful load, 280 kilograms; gross weight, 690 kilograms.
With a Walter Major 4-1 engine developing 13Q horsepower, the Kanya R-18 gives
the following performance; maximum speed, 175 kilometers per hour; landing speed,
under 60 kilometers per hour; glider towing speed, 95 kilometers per hour; ceil-
ing, 6,000 meters; take-off run, 80 meters; radius of action, 6,000 kilometers;
and fuel consumption, 20 liters per 100 kilometers, or 35 liters per hour.
Aero-Ever also builds a small single-place sport plane called the Pinty
R-14. Provided with a 40-horsepower Continental A-40 engine, this plane is used,
among other things for acrobatics. The dimensions and performance of the plane
are as follows: wing span, 9.0 meters; length, 6.3 meters; height, 1.55 meters;
wing surface, 10.5 square meters; net weight, 210 kilograms; useful load, 125
kilograms; gross weight, 335 kilograms; maximum speed, 184 kilometers per hour,,
cruising speed, 150 kilometers per hour; landing speed, 70 kilometers per hour;
ceiling; 3,6600 meters; radius of action, 300 kilometers; and fuel consumption,
10 liters per 100 kilometers, corresponding to 15 liters per hour.
Aero-Ever has built various sailplanes. A total of six types are in pro-
duction -- the gliders Vocsoc R-07 B, Lepke R-16 and the. sailplanes Pilis R-08d,
Koma R-15, Moka R-17, and Futar R-22. All of the types have been designed by
Erno Rubik. Several hundred of the Vocsoc (Diver) training gliders are in use
in Hungary. This type has a cockpit. The same is true of the Lepke R-16, which
otherwise bears some slight resemblance to the American Bowlus. The high-winged
Lepke R-16 was finished in April 1949. It is used at the Hungarian sailplaning
centers.' The Pilis R-08d is in a class with the Olympia Meise; it is, in fact,
an improved Olympia. Its appearance is identical to that of the Olympia. The
Moka R-17 is designed for acrobatics. The Koma R-15 is a two-place type, in
appearance like the Fi-l. This type was selected as the standard training glider
at the Hungarian sailplaning centers after having won the contest for two-place
gliders in 1949. Finally, the Futar R-22 is the only Hungarian sailplane for com-
petition. An improved version called the Szuper-Futar exists in prototype.
cONFIDUTIAt
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CONF?ENTIA[
Data on the six gliders and sailplanes follow:
Vocsoc R-07b
Wing span, 11.6 meters; length, 6.0 meters; height, 1.5 meters; wing
surface, 15 square meters; net weight, 105 kilograms; gross weight, 185'ki1-
ograms. The minimum rate of descent is 0.95 meter per second at 50 kilo-
meters per hour; the best gliding ratio is 1:17; the maximum allowable speed
is 110 kilometers per hour.
Pilis R-08d
Wing span, 13.60 meters; length, 6.64 meters; height, 1.60 meters; wing
surface, 15.70 square meters; net weight, 135 kilograms; gross weight; 225
kilograms. The minimum rate of descent is 0.90 meters per second at 65 kilo-
meters per hour; the best gliding ratio is 1:20; the maximum allowable speed
is 190 kilometers per hour.
Lepke R-16
Wing span, 10 meters; length, 6 meters; height, 2 meters; wing surface,
12.8 square meters; net weight, 90 kilograms; gross weight, 160 kilograms.
The r-Inimum rate of descent is 0.95 meter per second at 55 kilometers per
hour. the best gliding ratio is 1:16.
Moka R-1
Wing span,13.0 meters; length, 6.5 meters; wing surface, 16 square me-
ters; net weight, 170 kilograms; gross weight, 270 kilograms. The maximum
allowable speed is 400 kilometers per hour (250 kilometers per hour with flaps
down.)
Futar R-22
Wing span, 15.8 meters; length, 6.5 meters; height, 1.6 meters; wing
surface, 13.5 square meters; net weight, 160 kilograms; gross weight, 260
kilograms. The minimum rate of descent is 0.67 meters per second at 80 kil-
ometers per hour; the best gliding ratio is 1:33; the maximum allowable speed
is 220 kilometers per hour.
Koma R-1 (Two.-place)
Wing span, 14.00 meters; length, 6.75 meters; height, 1.35 meters; wing
surface, 18.00' square meters; net weight, 160 kilograms; gross weight, 320
kilograms. The minimum rate of descent is 0.90 meters per second at 60 kilo-
meters per hour; the best gliding ratio is 1:20 (at 75 kilometers per hour).
Another Hungarian aircraft is the SG-2 (Samu-Geonczy). This craft is
very similar to the Danish KZ-11 Coupe, which was produced before the war.
The engine is a Hirth H M504A-2 developing 105 horsepower. The prototype of
the SG-2 won first prize in the 1949 competition for two-place sport aircraft.
It was made of wood. In series production, it is of all-metal construction.
The maximum speed is 218 kilometers per hour and the cruising speed is 174 kil-
ometers per hour. -- JBrgen C. C. Elholm
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CONFIDENTIAL
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cnNF~~~~~iat
MASZOVLET ANNOUNCES WINTER FLIGHT SCHEDULE -- Vienna, Verkehr, 2 Nov 50
On 22 October 1950, a new winter flight schedule was introduced by
MASZOVLET, the Hungarian-Soviet air line. For the daily flights from Buda-
pest to Prague and return, which the company operates in cooperation with.`
the Czech CSA Air Line, the following schedule has been announced: CSA
planes leave Budapest Monday, Tuesday, and Wednesday at.0900 hours and ar-
rive at Prague at 1035 hours; leave Prague Sunday, Monday, and Tuesday at
1345 hours and arrive at Budapest at 1520 hours. MASZOVLET planes leave
Budapest Thursday, Friday, and Saturday at 0900 hours and arrive at Prague
at 1110; leave Prague at 1310 hours and arrive at Budapest at 1525 hours.
MASZOVLET also operates flights, in cooperation with the Rumanian TARS
ALr Line, between Budapest, Arad, and Bucharest. There are flights every
-Friday and Saturday; however, both companies will reduce the number of flights
at the beginning of November. Flights between Warsaw and Budapest are oper-
ated by LOT, the Polish air line, once a week,