50 |FLIGHTPATH
theonlySpanishpilotauthorisedtoflythe
‘Mosca’, is very satisfied with the aircraft:
“For a very experienced pilot, to fly an
historicaircraftisalwaysachallenge.Con-
sidering the fact that these are normally
veryrare,orunique,aircraftflyingworld-
wide,itisimportanttonotethegreatre-
sponsibility assigned to us, historic plane
pilots, that we have to show them to the pub-
licbutalsotobesuretoflythemsafely.The
FIO’sI-16Rataisoneoftheseplanes;with
itsunmistakablelines,anditsstockyfuse-
lage giving the plane great personality. It
should be considered an example of the top
of the Russian technology of mid thirties.
“Iwasluckytogetverypreciousadvice
from my Russian friend Jurgis Kairys, a
highly skilled test pilot and aerobatic pilot,
whoImetandflewwithduringmanyaero-
baticchampionships.TheRataflieswell,
withoutmajorproblems.Abletoflyatmore
than 400 km/h [250 mph] without canopy
gave me some heavy buffeting and I have to
wear a heavy protection helmet as the en-
gine noise is extreme. Another unusual
characteristicisthemaingearretraction
system.Thisisverycomplicated,asIhave
to turn the retraction wheel handle with my
right hand while keeping my left hand
steadyonthecontrolstick,withoutanycon-
trol of the engine power in that period.
“However,whileintheairthe‘Rata’flies
well,thelandingisareallytrickyaffair,as
the nose obstructs forward vision, made
moreproblematicwitharelativelyhighap-
proachspeed.Youhavetocontinuously
look sideways outside the cockpit, and nor-
mallybeforetouchdownIhadtoslightly
bank in order to see the touchdown point.
Given also that the Cuatro Vientos main
runwayisnotverywide,Ihadtopayalotof
attentiononthetouchdownandthesubse-
quent landing run. If there is no crosswind,
the landing is relatively easy to maintain
direction, but with any crosswind, I have to
becarefulwiththebrakes,astheyarenot
verygood.Taxiingisanotherdifficulttask
requiring the pilot to zig-zag to be able to
see forwards.
“In spite of these characteristics, I have
to say that despite even flying many other
differenthistoricaircrafttypes,flyingwith
the ‘Rata’ is something special, both for the
performance but also for its important his-
tory in Spain, allowing me to be extremely
proud to be both pilot and president of FIO.”JOSÉ MARÍA BRAVO
JoséMaríaBravowasalegendofSpanish
aviation.BorninMadridon8April1917,and
namedJoséMaríaBravoFernández-Hermo-
sa, he was an engineering student in Madrid
when the Spanish Civil War began. He en-
listed as a volunteer pilot with the Republi-
cans in November 1936 and was trained as a
fighter pilot in 1937 at Kirovada flying
school in Russia. He returned to Spain in
June 1937 and was initially assigned to 1ª
Escuadrilla de Chatos, but later moved to 1ª
Escuadrilla ‘Moscas’ based at Los Llanos,
Valencia, and commanded by Russian pilot
Devotchenco.InDecember1937hewasap-
pointedasdeputycommanderoftheEs-
cuadrilla and in April of the same year be-
comecommanderofthe3ªEscuadrilladela
Av iación Republ icana. At the end of Au gust
hewaspromotedtochiefofGrupo21andon
February 1938 escaped from Spain, then via
a French concentration camp to Russia,
and,afterhavingtofightontheground,
joined the Voenno-Vozdushnye Sily (Rus-
sian Air Force). In 1943 he was selected for a
very special mission, escorting the aircraft
that carried Joseph Stalin to the Teheran
conference to meet Churchill and Roosevelt.RIGHT:While this aircraft is equipped with
flaps, the full span of the original drooping
aileronscanbeseenhere.
BELOW:The Spanish Air Force was the last
operator of the diminutive fighter, with
the final examples, operated by a fighter
school, being retired in August 1953.
BOTTOM RIGHT:José María Bravo, leader
of3ª Escuadrilla de Moscas,havingashave
infrontofhis‘Mosca’Type10,withthe
unit’s double six domino on the tail, during
the early days of the Ebro battle,
September1938.Afewdayslaterhewas
promoted to Second Commander ofGrupo
21 de Caza Mosca,andreceivedanew
aircraft, CM-249, the colours the FIO
machine replicates.