VGC News/Newsletters - Lakes Gliding Club

and 108 for gliders. The Kranich I was coded 108-30 A-I and
the Kranich 2108-30 A-2. One of the main differences
between them was that Ithe A-I had upper wing stHface drag
spoilers and the A-2 was fitted with Schempp-Hirth Air
Brakes. (Chris Wills has 1936 drawings marked 108 and suggests
that these codes were issued by ~he RLM. Moreover, his
Kranich, which has upper wing surface drag spoilers, is
referred to as a KRANICH 2 B-1. He has also received a
Kranich Spare Parts Book from MRAZ, which refers to their
Kranich, which had Schempp Hirth Air Brakes and was built
between 1941 anol945, as a KRANICH 2 B-2. He believes
that the Kranich I may have been onEy the prototypes) The W­
Kranich had a more rigid main spar. Its elevator was without
aerodynamic balance and its control cables were replaced by
metal tubular push rods which ran through special bearings to
elevator ancl rudder, which each weighed only 60 gr. This type
of control was more positive in the different conditions of altitude
flying in turbulence and low temperatures. It is possible
that Klockner had a pair of oxygen bottles installed on the rear
seat but 6 oxygen bottles were installed as standard equipment
and the system was pressure demand for co-pilot and pilot.
Each bottle contained 300 Its of oxygen and allowed normal
respiration for llh to 2 hours. There were at least two W­
Kranichs. Another was D-II-169. These were used by the
Germans during the early 1940s for a long time for experiments
in high altitude flight to investigate jet streams over
alpine areas
INNOVATIONS. In 1939, it was realized that 2-seater
sailplanes could be used for military purposes and so Kranich
production was increased. More pilots were needed and so the
aircraft was used for training Luftwaffe pilots. Therefore, in
1940, the improved, dive braked, Kranich 2s were seen on
Luftwaffe airfields. Another change of design was that instead
ofhaving servo tab balanced ailerons, the ailerons were in two
parts. The whole glider became stronger and its nose was
lengthened by 214 ems. The front pilot's cockpit became genemUy
larger and the rudder pedals were made adjustable in
flight. Completely new was an elevator trim tab. The result of
these innovations was a heavier but better glider.
IN CHOSEN (German CHOTZEN) AND NITRA.(The
former is in Bohemia, the Ilatter is in Slovakia CW).The serial
production of the KRANICH was ordered by the RLM
(Berlin) to be started by the prewar Czech designer Benes
Mraz, whose firm was now in the wartime Reichs Protektorat
of Bohemia and Moravia. The document which ordered production
was delivered one week late. The order was dated
24th July _939 aAd this demanded preparations for the production
of 25 Ktanichs. But not everything went according to
the RLM's wishes. On the 1st March 1940, there was an order,
LEI IA4 Nr..5 _9/40-7, from the Reichsminister for Defence
and the High Command of the Luftwaffe. The agreement was
signed by the Ing J.Mraz, which guaranteed that the Flugzeugfabrik
Chotzen (that was its new name), would build 85
Kranichs. If they were not completed, Ing Pavel Mraz would
have to leave the factory. At that time, this was considered
very heroic and patriotic.AII production preparations were
achieved during October to November and mass production
was to start in November. By December 1939, all conditions
had been met and 85 Kranichs had been deUvered. Full production
of KJanichs with 250 workers WaS started between
January and March 1940. The plywood was delivered from
Finland and from tile firm Schweyer. The production of
Kranichs was also at the NITRA airfield in Slovakia which
Ing. Mraz bought. At Nitra first only small parts, then wing
One ofJiri Hevelka's pictures ofKranich production at
Nitra.
spars and then whole wings and fuselages were produced.
After the building of the factory's new hangar in 11944, complete
Kranichs were built. Probably 29 to 30 Kranichs a month
were built by this finn. In Chotzen's Mraz factory, production
was assisted at Holice and Vysoke Myto and the furniture factoJies
in Potstejn, Tyniste and Zamberk. According to original
documents, the number of Kranichs built up to the end of 1944
was 1,420, bllt some documents reveal that i,t was 1,312
Kranichs until the end of November 1944. The Chosen factory
had also to build not only Kranichs but also DFS 230 troop
c.arriers and Fieseler Fi 156 Storches. There was a special
order for the high performance sailplane Condor 3. At the end
of the war, the whole of the Chosen factory was heavily
damaged:. Documents from this time suggest that those
Kranichs not finished by the end of the war were finished after
the war. The firm continued production of this glider as the
VT-52 Jerab, but the number produced at this time is different
according to various documents. The Press of that time stated
that between 1941 and 946 1,644 Kranichs were built.
The 'Straight winged' Kranich (RG2) taking offfrom Devner
Airfield in Kolozsvar, Transylvania. These were built in
Roumania. From C. Wills.
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