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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. - 8
IN WARTIME. We turn now to the years 1939-1945. One episode is connected with the eastern front For the first time, German pilots used gLiders for military operational flying. When the success of the Bli,tzkrieg faltered and the nazi Panzer Groups were engaged with Soviet armies, Kranichs were used for the transport of fuel. Their rear cockpits were fitted with fuel tanks. The Kranichs were towed over the front lines. The next use for Kranichs was by the NSFK <strong>Gliding</strong> School at Trebbin and maybe at other locations. German designers developed new fighters and some used prone pilots. For the itlitiation of prone piloting tests the Liege Kranich (pmne piloted Kranich) known as~he 108-30 Cl, was designed to test pilots as to whether they could stand high G manoeuvreS. The rear cockpit was as usual but the front pilot crouched in a kneeling prone attitude in a plexiglass covered nose. In 1944, these Kranichs were built (or converted CW) by the finn of E. Schneider at Grunau. In testing at the E-E Stelle at lrebin, the normally seated pilot in the rear cockpit observ
Page 1 and 2: Price (UK) £2.95 Free to members
Page 3 and 4: VGCNews No. 96 Spring 1999 Contents
Page 5 and 6: Liebe deutsche VGC - Mitglieder, vi
Page 7 and 8: V.G.C.INTERNATIONAL Introduction 11
Page 9: Features KRANICH 2 (JERAB 2) (This
Page 13 and 14: climbed to typical summer warmth. F
Page 15 and 16: Nol6 Fick received a Golden Plakett
Page 17 and 18: On June 4th a parliamentary member
Page 19 and 20: International News ARGENTINE NEWS L
Page 21 and 22: 18 10 A B c The PRAHA was one of th
Page 23 and 24: President: Chris Wills, Wings, The
Page 25 and 26: Please Use CURRENT ORDER FORM for c
Page 27 and 28: able to fly the 1936 Golden Eagle,
Page 29 and 30: RA875-924 Ibuilt by Slingsbys at Ki
Page 31 and 32: C. Witls writes: ..... When OY-MUX
Page 33 and 34: Work continuing at a great pace on
Page 35 and 36: SWISS NEWS LIST OF SAILPLANES BELON
Page 37 and 38: Peter Riedeland Chris Wills on the
Page 39 and 40: WALTER HORTEN Oberst·Lt ausser Die
Page 41 and 42: (i.e..cockpit sections) were enormo
Page 43 and 44: He realizes that Luftwaffe airfield
Page 45 and 46: Classifieds Small advertisements ar
Page 47: DEDICATED lVERAGER OPTION • BaM,r

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