SVAZARM (UNION FOR COOPERATION WITH THE ARMY): AVIATION SECTION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A004200500007-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 8
• Document Creation Date: December 19, 2016
• Sequence Number: 7
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
This Document contains Information affecting the Na
tional Defense of the United States, within the mean-
ing of Title 18, Sections 760 and 794, of the U.S. Code, as
INFORMATION REPORT amended. Its transmission or revelation of its contents
to or receipt by an unauthorind person is prohibited
by law. The reproduction of this form is prohibited.
SECRET/CONTROL--U,S.OFFICIALS ONLY
COUNTRY Czechoslovakia
S Jazarm Onion for Cooperation with
the Army):Aviation Section
REPORT
DATE DISTR.
NO. OF PAGES 8
REQUIREMENT NO. RD
REFERENCES
THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
10 June 19511.
Is Or zati of the Svaze, m Cerltrr '? Co m .-t :
25X1 1. The following central sections arc subordinate to the Svazarm Central Committee:
Aviation Central Section y 5neoky 22, Prague II;
25X1 by Motor Transport Central Sections
Radio Central Section pa
25X1 too Dog-Training Central Section -
19
,,2e The official 'title of the Aviation Central Section is "The Center of Pilots t
Training and Sports". It is divided into the following sections:
as Aircraft section
b. Glider section
c. Parachutist section
III, O nge,tion o the Center of Pilots' Tr~ininrr and S t::
3 6
STATE X
The Central Committee in Smecl,r 22I,Prague 11,-consists of full-time salaried
employees of the Svazarm organization. In the Central Committee there are
oomman4ing officers for each individual section, e.g. glider, motor transport,
and parachutist sections. It is actually a political body and most of its
members are not experts but persons appointed for their political beliefs.
Thus they form a body of supervising experts appointed in the so-called Ad-
visory Sections of the Central Committee. The advisory sections are as
follows:
ae Aircraft flying advisory section
be Glider flying advisory section
as Parachutists' advisory section
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AEC
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4. The advisory have no aright to interfere with matters of general
management b iut th . mey Ea.ke suggestions that certain measures should be
approved by the Central Committee. If such a suggestion has been approved
25X1 by the Central ?~ornrr~3 i:; t?e: the dec,isior1 is passed on to the particular
department of the organL'A tiorz's apparatus. This department then orders
the subordinate se tio)a;s to abide by the new measures. The executive
apparatus is a. ve compli. .,jated organ and the majority of its members do
25X1 not even knew Mahe limits of their competency. This results in lack of res-
ponsibility nobo:. wants to make de,,::isions, and problems) instead of being
dealt with.,are passed on from one official to another.
of view they are a,uhordinatted to the regional Svazarm committees, in technical
and expert matters they axe directly subject to the Aviation Section of the
Central Committee of Svazs,nu. Regional acroclubs are in charge of airfields
and of pilots ? training. They are headed by commanding officers appointed by
the Central Coimaittee of Sve,zarm. They' have unlimited executive power; their
advisory, organs are the Aivisory Councils which are said to be an elected body.
District, co i t:,r?~e of Svazarm are subordinate to the !~egional committees.
They are organized along the same lines as the latter and the district aero-
clubs are alnio i x a i era ier.t
Local organizations of Sicrazarm subject to the district do=itteee have again
their aectio a and an i,nc ependert 6,e:r?oclub. There are very few local aeroolubs
which are concerned with pilots t training. Most. of them are concerned with
airorattt deb`. coust'raotior.
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5. Personnel, ot" t,, : , :r -:1 Co Otte a
Ma?or Va.,iav ?) Gre i,, Lr Fo: ,
Major Zema.ne c fnu) ? Air Force officer
Lt. General Cenek Rrask: .
6. Regional Sv'aza , are tha subordinate organs of the Central Committee.
They are organic;sd ft6 fol1-04.l.s
a. Regional Coiun itta of Pi la.` o l Training and Sports;
b. Regional Ccruuriitt:ee of the Dog Training Section;
c. Regional Committee of the Radio Section;
d. Regional Cc mittee of the Motor Transport Section;
e. Regional Co mrsitt ae -,,,f the Car ier-?igeon Training Section.
The regional orris .Y i ~ =i~fi have aal .ri.ed staffs and consist of departments for
the above iudi~,s.ted sections. Attached to the tegional committees are advi-
sory organs for eaqsh section.
7. The regional ,ro:r,or.;Lrxbs have an exceptional status. While from a general point
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10. Subject.'. to the local organizations of Svazarm are the basic organizations
ofSvazarm with their sections. In practice only paid organs and advisory
bodies of the Central Committee are operating. Local and district groups
with unpaid employees in their sections do not develop any activities at all.
Activities of basic organizations consist of holding meetings once in three
months. People who want to practice flying must be members of these organi-
zations.
III. Organization of the Glider Sections
The hnaA ii. of the Glider Se tAnn is aotain Echtner (fnu)
~, The Advisory Section:
15, Members of the advisory section are:
nn+A nn of the Central
Ca
ptain Vaclav Uhlir, Air Force o.ffize
In
a. Svinka (fnu
Z
enek BedYi
Zdenak Bohaeek student at a high technical school at Brno, practiced gliding.
Karel Dlouhd
Ma or Stros fnu
Matejicek ('t=)
Dr of Natural" Sciences Jifi Forchgot
Natural Sciences-Ladislav HasZ
Dr. of
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The chairman the Glider ing
Josef Dvo3ak
Acting secretary is Josef Sve
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Jan Hudec, a Slovak from Nitra, pilot.
Karel Feuerstein, radio operator from Ruzyne
There are some 10 or 15 more members of the Advisory Section.
14. Candidates wishing, to join the aeroclub must be members of some of the basic
organizations of the Svazarm. Persons applying for membership in Svazarm,are
not subject to any political screening. A candidate must first undergo theo-
retical examinations at the basic organization.
15. Examinations are taken in the following subjects: elementary aerodynamics,
meteorology, aircraft construction, engines, history of aviation, political
subjects. Before the examinations the candidates attend lectures held by
members of the aeroclub using literature published by the aeroclub. The stan-
dard of the lectures is low, because the lecturers lack expert knowledge.
There are usually mart candidates, but the committee may accept only a certain
number fixed by the regional aeroclub. Thus only the best candidates are
selected. Accepted candidates must apply for their political screening. The
application must be recommended by the chairman of the basic organization9who for-
wards the application to the cadre department of the applicant's place of
employment. The cadre department of the Central Committee of Svazarm makes
the final decision as to whether the candidate is to be admitted or not.
16. Training performed only after applicant's working hours lasts for 6-9 months.
Full-time training during summer holidays lasts for about one month. Training
is carried out by Regional or District Aeroclubs and at so-called "catapult
stations" (small airfields where gliders are launched). Two-seater training
gliders of L 109 Pionyr type have been used for training purposes for the
past year. This new type of glider is very cheap and suits training purposes
very well. As soon as the training begins, participants receive a certificate
called "Pilot student's diploma". A pilot's diploma is granted to trainees
who have 30 flying hours and after they have met certain standards. Today the
training is more thorough and of a much higher standard than previously when
it consisted of the A, B, and C degrees.
17. The Czechoslovak Air Force has not been so far particularly interested in
glider pilots because only a limited nimaher of freight gliders are in military
use. Glider pilots are recruited fromirmen during their basic training.
Glider training is not regarded as a prerequisite for aircraft flying. From
the autumn of 1953 only glider instructors and young men up to 19 years of age,
who passed political screening and medical examination, and who bound themselves
to join the Air Force after they have completed pilot training,were accepted
for aircraft flying training.
IV. Aircraft types:
I& Motor-propelled sport planes:
a. Z-381 Bucker 181 Bestman fitted with Walter Minor 4/III 105 HP engine; two-,
seater, low-winged, for elementary training and acrobatic flying;
b. Z-22 fitted with Praga D 7~ HP engine, two-seater, low-winged, a tourist
plane;
o. Sokol M-X fitted with Walter Minor /+/Ill 105 HP engine, three-seater, low-
winged, a tourist plane;
d. Piper Cub, U.S. plane, used for elementary training;
e. Fairchild, U.S. plane, four-seater, top-winged, used for parachutist training.
Most of the aircraft are of 1950 vintage. They are in good condition and main-
tenance is performed regularly. On larger airfields, e.g. those of
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aeroclubs, there are usually 10-15 aircraft.
19. Towing aircraft:
a. Z-26 Trener fitted with Walter Minor 4/111 engine, a double seater, low-
winged aircraft. It is also used for beginners' training and for acro-
batics;..
b. C-104 Bucker 131 Jungmann fitted with Walter Minor
seater biplane, It is used also for acrobatics./III engine, a double
C. Heinkel 72 Kadet fitted with BMW engine, 150 HP, biplane,
d. Focke-Wulf Stieglitz fitted with BMW engine, 150 HP, biplane.
e. Fiesler Storch (CAP) fitted with Argus 240 HP engine, top-winged.
Glider towing is carried on at all airfields where aircraft can take off.
If there are no towing aircraft available on the airfield, they may be borrowed
from another airfield.
20. Gliders:
a. Z-24 Krajanek training single-seater;
b. GB II b,c (Grunau Baby) training single-Beater;
c. LG-124 Galanka single-seater for advanced training;
d. L-109 Pionyr two-seater for elementary training;
e. DFS Olympia single-seater service glider;
f. Z-25 Sohaj II single-seater service glider;
g. LG-125 Sohaj II single-seater service glider;
h. DFS Weihe (Vazka) single-seater service glider;
i. L-107 Lunak single.- eater for acrobatic flying ;
J. DFS Kranich (Jerab) double-Beater, service glider;
k. LG-130 Kmotr,
21, Gliders of the enumerated types are on airfields in sufficient numbers. Also
a limited number of protbt:~pes and of gliders of German origin are usually
available.
The number of gliders kept at an airfield depends on the size of hangars. The
large aeroclubs such as Prague, Brno, Zilina, Plzen, Gottwaldov, and Bratislava
have 25 to 30 gliders each. About & half or two thirds of them are service
gliders. The gliders are in a good condition and are regularly maintained.
Large aeroclubs employ maintenance men; in the small aeroclubs, which have only
few gliders, the members themselves take care of the maintenance.
If a glider is demolished without anyone being at fault, it is simply replaced
by a new one, If, however, the pilot is responsible for the damage, he must
pay a part of the damage. If he is found guilty of having endangered the life
of third persons, he is sent to prison.
Purchase of new gliders is covered by government funds, and allocations of money
are made by the central committee of the aviation section. At present all
gliders are supplied from stook,-because, since 195:1, the only type of glider
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produced in Czechoslovakia is the double--seater Pionyr used for training
purposes. It is planned that in 1954 50 new gliders of the Sohaj type with
2 m.longer wing span will be produced. In the Svazarm stores at the airfield
in Pribyslav there are about 25 Sohaj gliders.
V. Glider schools:
22,Vrohlabi:
Commander of the sclkool is Vaclav Uhlir. Instructors ares Dr. of Natural
Sciences Haza (fnu), Vera Sleohtova, Jaroslav Kumpost, Frantisek Tuma; all
well qualified.
The school is for regular glider pilots. Training lasts from 2 to 3 years.
The usual number of students is about 1.5. The central school for meteorology
is to be established there also. The first term begins in April and ends in
October. Majority of students are members of various aeroclubs who attend
courses during their annual holidays.
23. Kralupys
Commander of the school is Frantisek Her, a fighter pilot who joined Svazarm
after completion of six year# service in the Air Force. Instructors are
Jaromir Pokorny and Vaclav Jagr.
Pilots who have flown a high number of hours may be enrolled at the school.
The course lasts usually one month. Trainees are recommended b,? regional
aeroclube and all expenses are covered by the Svazarm.
24, Other schools for instructors are probably also at Hurka near Novy Jicin and
in Nitra,
VI. Flight ruless
25 Gliders:
A flight order must be signed either by the airfield commander or instructor
or a person in char-~ga of flying. One hour before a flight the Security Service
(Zebespecovaoi elu~ba) at Rus3yne must be informed and requested for a flight
permit. As a rule, flights from Prague to the east were always authorized and
the duration of flight depended on the pilot. Plights from Prague westwards
were not officially banned but none of the persons in charge would risk signing
such a flight. The prohibited area was up to 20 lan.from the border. Flights
from one airfield to another were not permitted. In Moravia no restrictions
for flights to the wrest existed and the direction of a flight depended on the
instructor's responsibility.
26? ?o'wered' OiThraft:
Flights had to be planned a week ahead. A report about an intended flight was
submitted by the local or district aeroolub to the regional aeroolub who
notified the Security Service at Ruzyne by telephone. The report had to
include the following data: type of aircraft, identification number, time of
departure, duration of the flight, and time of landing. Names of the crew had
to be reported as well. The quantity of fuel was not limited and the tank was
always full. Supply of fuel was therefore no obstacle for those who wished to
escape abroad, Flights sometimes were not authorized owing to bad weather con-
ditions. For landing on military airfields special permits were necessary.
27. Maps, first issued to aeroclubs in 1949, scale 1:500,000, were available at
airfields. Only permanent instructors had a complete set of maps at their
disposal. Glider and aircraft pilots were issued only the maps covering their
particular section shortly before a flight and had to return them after landing.
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Instructors were personally responsible for the maps. There also existed
another edition of the air-maps published originally in 1949.
28.,Taking of photographs was not allowed on civilian airfields. The same.ban
applied to sport airfields, but the order was frequently violated. Cameras
could be smuggled into sport aircraft without major difficulties and photo-
graphs could be taken.
VII. Training:
29. Training of.pilots has been adjusted to the Air Force standards. Basic
training was supplemented by elementary acrobatic flying. Landing in terrain,
flying in formation,and low flying were also practiced. Special courses of
courier service (pick-up operations, collection of written messages fixed to
a rope between two trees, etc.) were held.
30. The yearly number of trained pilots depended largely on the number of instruc-
tors and aircraft available and might reach 80 to 100 pilots. In.practice
the number of trained pilots was much lower. One of the reasons was that the
candidates must have gone through theoretical training first which was rather
discouraging for mazy of them. Furthermore they had to bind themselves to
join the Air Force after completion of their training. They tried to avoid a
longer military service in spite of the traditional love of young people for
flying because the Army lost attraction under the present regime.
31. There was no night flying at the aeroclubs and the aircraft were therefore not
equipped with radio transmitters.
32? Pre-military physical training was introduced in 1952. Owing to lack of organi-
zation, insufficient number of instructors, and a complete disinterest of mem-
bers "the idea was soon abandoned and pre-military training within aeroclubs was
discontinued. Nowadays it is carried out only at parachutist units as a part
of their general training.
33. The annual membership fee for members of aeroclubs.was 36 Kcs. No extras were
paid for individual flights.
X. Until September'953, the main stress was put on the military aspect. After-
wards the sport side of gliding was regarded as the most essential and impor-
tant element,
35. In practice no cooperation between Svazarm and the Army exists except in
training of aircraft pilots. Although the Svazarm organization is sponsored
by the Army there are no close relations or contacts between the two. Svazarm
is financed by the Army. At present the running expenses are rather high as oom?N
pared with previous years because all units are being issued much better
equipment, Commanders of aeroclubs and commanders of airfields are usually
Air Force officers. The organization of Svazarm is not yet uniform.
VIII. Airfield personnels
36,The commander of an airfield is usually an Air Force officer who also commands
the aeroolub. He is appointed by the Central Committee and in his official capa-
city he may authorize flights, impose punishments, dismiss employees, etc.
Thp deputy commander for political affairs is appointed by the Central Committee.
He is usually a civilian whose duty it is to ensure security at the airfield from
a political point of view. This function, however, does not receive a great deal
of attention at the airfields,
The aircraft commander should be a civilian elected by members. In practice, the
'regional committee makes the nomination which is afterwards confirmed by members.
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Glider commander and parachute commander are said to have the same nomination
procedures ss`li't'`nder,
Paid aircraft mechanics are engaged by the Svazarm. Paid watchmen guarding
aeroclub airfields are civilians, usually above 60 years of age or unfit for
any other manual job, They are armed and are accompanied by dogs. Only air-
fields where there are motor-propelled aircraft are kept under guard. Larger
airfields may have salaried administrative employees.
IX. Air crashes:
371 During 1953, the number of fatal air crashes was high. In Bohemia alone nine
aircraft and one glider crashed and the pilots lost their lives. Besides,
there were mart/ other accidents resulting in severe injuries of crews and
heavy losses of material. According to statistics the number of 1953 crashes
was higher than in previous years. After investigations of individual crashes,
it was found out that most of them were caused by lack of discipline among
the crews. A considerable number of air crashes were caused by pilots who did
not quite realize the difference between handling an aircraft and a glider.
It is interesting to note that, although the disciplinary measures in the past
were not as rigid, the rate of air crashes was lower than today when punish-
ments for proved lack of discipline are very severe. This has a reverse
effect on pilots who enjoy breaking the rules and doing exactly what is prohi-
bited.
38. The haphazard selection of pilots is partly responsible for frequent air crashes.
The very low fees make the aeroelubs accessible to a ybody, while in the past
only individuals who felt a vocation for flying and did not mind financial
sacrifices formed the majority of airclub members. Nowadays, only about half
of the newly trained civilian pilots are genuinely interested in flying, the
rest of the pilots are under average and are the reason for many crashes.
X. Aviation periodicals:
Mgr Czechoslovak periodicals$
ae jXidIg eti (Wings of the Fatherland) is a bi-weekly published by the
vazaM9 `The expert standard of this periodical is very poor.
b. Late S& Modeler (Aircraft Modelling) is probably a monthly published also
Fie ov azm, dealing utth aircraft construction. It has a higher stan-
dard than ZasU'
46, Foreign 'periodicals:
There are no foreign periodicals on aviation on sale in Czechoslovakia. Some
of the technical periodicals published in the West are available in technical
libraries and in central offices and industrial plants. They are censored
and all the articles dealing with political subjects are out out; also some
'articles giving information on the latest technical inventions by the West are
out out in order to protect the propaganda about Soviet technical progress.
1 ~ Not' further .idedti
2? 'Probably identical with the Doctor of Natural Sciences Ladislav Rasa, men-
tio1 ed in para? ?: .
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