Misplaced Pages

#386613

35-656: First work on a domestic fighter to replace ill-fated French SPAD 61s in the Polish Air Force was initiated by PWS in 1927. The main designers were Aleksander Grzędzielski and Augustyn Zdaniewski. In 1929 the prototype was built and it first flew in March 1930. At the same time, the more modern fighter PZL P.1 was developed by the PZL . Despite the P.1 being a more capable fighter, the War Ministry decided that it needed further work, and

70-553: A favour of manufacturing Soviet-licensed aircraft. No own designs were produced for a decade, and only in late 1950s, after the stalinist period (1956), did the PZL brand return to designing new aircraft. The ZPLiS PZL - Zjednoczenie Przemysłu Lotniczego i Silnikowego PZL - PZL Aircraft and Engine Industry Union, which grouped all state-owned aerospace industry factories, was created in following years, but it only enjoyed some economic autonomy from 1973 onwards. It consisted of 19 factories,

105-521: A predecessor of PZL ). Apart from their military service, S.61s were used in France for racing and record-setting attempts. On 25 June 1925 , Pelletier d'Oisy won the cross-country Coupe Michelin in an S.61, and another of the type won the 1927 competition and was placed second in 1929. An S.61 was also used by Jean Callizo in his fraudulent attempt on the world altitude record that saw him stripped of his Légion d'Honneur . A Polish S.61 placed second in

140-649: A research institute, and the Pezetel Foreign Trade Center - CHZ Pezetel, which represented all the Polish aerospace industry abroad ( Pezetel being the pronunciation of an abbreviation PZL in Polish). Consequently, in the 1970s some WSK factories also introduced the PZL abbreviation to their names. After the fall of communism in Poland in 1989, all manufacturers became separate companies, initially state-owned, still sharing

175-454: A series of 80 PWS-10 was ordered as a temporary measure. In comparison with the advanced P.1, the PWS-10 was a more classic design, a high-wing parasol monoplane of mixed construction. The series was built from 1931 to 1932, numbered from 5-1 to 5-80. A variant of PWS-10 was a biplane PWS-15 , being PWS-10 with another pair of wings. A single prototype was made to compare with a monoplane, on

210-517: A state-owned company, and was based on the earlier Centralne Warsztaty Lotnicze - Central Aviation Workshops. First to be produced was a licensed version of a French fighter, the Wibault 70 , but from then on the company produced exclusively its own designs. In the next decade a talented designer Zygmunt Puławski designed a series of high-wing, all-metal modern fighters: PZL P.1 , P.6 , P.7 and P.11 . The latter two types were used as basic fighters in

245-552: A third national aerospace factory, WSK-Świdnik , was built in Świdnik , and in 1957 it was renamed to WSK "PZL-Świdnik" . Since 1956 it has become one of the world's major helicopter manufacturers, producing helicopters under Soviet licences, starting from the SM-1 ( Mil Mi-1 ). Świdnik was the main producer of the Mi-1 and the exclusive producer of the Mil Mi-2 , which was widely used throughout

280-480: A windshield. Conventional fixed landing gear , with a rear skid. Engine: 12-cylinder water-cooled inline W engine Lorraine-Dietrich LD-12Eb, built by license in Polish Skoda Works. Water radiator under a fuselage front. Two-blade wooden propeller of a fixed pitch. Fuel tank 280 L in a fuselage. Armament: two fixed 7.7 mm Vickers machineguns with interrupter gear , in hull sides. PWS-10 entered service in

315-510: The French Air Force alongside the S.51 as a potential new fighter, but like its stablemate, was rejected. The Polish Air Force (which had also purchased the S.51) was impressed enough to order 250, as well as purchase licences for local production. The Romanian Air Force also ordered 100 aircraft. About 30 were built in Poland, by the CWL ( Centralne Warszaty Lotnicze - Central Aviation Workshops,

350-568: The LWD ). No engines nor suitable production facilities were available at first. The post-war communist government of Poland wanted to break all connections with pre-war Poland : from the late 1940s the name PZL ceased to be used, and new aerospace factories were named WSK ( Wytwórnia Sprzętu Komunikacyjnego - Transport Equipment Manufacturing Plant). Under the Soviet-influenced, centrally planned economy , all indigenous projects were abandoned, in

385-551: The PZL M-28 Skytruck/Bryza light transport aircraft. In 1998 the state factory WSK PZL-Mielec went bankrupt and was changed into the state-owned Polskie Zakłady Lotnicze Sp.z o.o. (Polish Aviation Works) ( PZL Mielec ). On March 16, 2007, PZL Mielec was purchased by the Sikorsky Aircraft Corporation , a unit of United Technologies Corporation (UTX). It still produces M-18 and M-28 aircraft. In 1951

SECTION 10

#1732851543387

420-421: The Polish Air Force from 1933 onwards. The last variant, PZL P.24 , developed after Puławski's death in an air crash, was exported to four countries. PZL also mass-produced a light bomber, PZL.23 Karaś , and a modern medium bomber, PZL.37 Łoś , as well as building small numbers of sport aircraft ( PZL.5 , PZL.19 , PZL.26 ), and liaison aircraft ( PZL Ł.2 ); and developing prototypes of passenger aircraft. In

455-807: The Spanish Civil War , 20 PWS-10 were sold in secret to the Spanish Nationalists , via Portugal , by the SEPEWE syndicate. Aircraft were transported in crates and were assembled by PZL workers. First aircraft was flown in December 1936 in Leon . Being obsolete by then, they were not used as fighters, only for fighter pilot training (for 4. Fighter Group) in El Copero near Seville . Later PWS-10s were transferred to Jerez de la Frontera where they flew between April 1937 and

490-466: The fall of communism in Poland in 1989, these manufacturers became separate companies, still sharing the PZL name. In the case of PZL Mielec , the abbreviation was later developed as Polskie Zakłady Lotnicze - Polish Aviation Works. Over time, the now-separate divisions were purchased by foreign concerns but many continue to use the PZL brand. Państwowe Zakłady Lotnicze was established in Warsaw in 1928 as

525-791: The Capitaine Echard race at the Zürich aerial meeting in 1927. The S.61 (known in Poland simply as Spad S.61) had a poor reputation in Poland due to numerous crashes, many attributed to a weak wing mounting. During the period from 1926 to 1931, 26 pilots were killed while flying the S.61. Data from Jane's all the World's Aircraft 1928, Aviafrance:S.61/2 General characteristics Performance Armament 2 × fixed, forward-firing 7.7 mm (0.303 in) Vickers machine-guns Related lists Pa%C5%84stwowe Zak%C5%82ady Lotnicze PZL ( Państwowe Zakłady Lotnicze - State Aviation Works)

560-581: The PZL brand, starting with the PZL-101 Gawron . The factory developed mainly light sports, trainer and utility aircraft. An attempt of producing and airliner PZL MD-12 was unsuccessful. The best-known designs are the PZL-104 Wilga utility aircraft, which was produced in larger numbers than any other Polish-designed aircraft; and the PZL-106 Kruk agricultural aircraft. During the 1970s the factory adopted

595-708: The PZL name. The main factory PZL WP-1 in Warsaw was destroyed during World War II, mostly during the German evacuation in 1944. In 1946, the CSS construction bureau ( Centralne Studium Samolotów - Central Aircraft Study) was set up there. As the factory was rebuilt, it was renamed in 1950 as the WSK Nr.4, and in 1956 as the WSK-Okęcie . It first produced licensed versions of Soviet types and aircraft developed by other Polish companies. From 1958 onwards it started to produce its own designs under

630-562: The Polish Air Force starting from 1932. It was used in cadres nos. 122, 131, 132, 141. Their flight characteristics and performance were mediocre. As soon, as in 1933 they were replaced in combat units by PZL P.7 and moved to aviation school in Dęblin . Some were used there by the outbreak of World War II and in summer 1939 all remaining airworthy aircraft were gathered in Ułęż . In late 1936, during

665-657: The Polish-designed TS-8 Bies piston trainer and TS-11 Iskra jet trainer, and the PZL M-15 Belphegor the world's only jet agricultural aircraft . Large numbers of aircraft were exported abroad, mostly to the USSR. From the 1970s onward it produced mostly its own developments of licensed civil aircraft, the best known are the PZL M-18 Dromader agricultural aircraft, which was exported to numerous countries, and

700-530: The advanced certification process. The system will also be available as an assembly kit for retrofitting of existing SZD-55s. The engine division WS-2 of the PZL was built in Rzeszów in 1937-1939. After the war it still bore a name PZL ( Państwowe Zakłady Lotnicze ) until 1951, when it was renamed WSK-Rzeszów. From 1949 it manufactured Soviet-licensed M-11 engines, later, among others, ASh-62IR , turboshaft engines GTD-350 and Polish jet engines SO-1 . The factory

735-551: The end of 1938. Spanish aircraft received the name Chiquita , or unofficial Pavipollo and they had numbers from 4-1 to 4-20. Some were lost in crashes or scrapped, the remaining 11 were operated till the end of the 1938 and were retired in 1939. During the German invasion of Poland in September 1939, they were too obsolete to be used in combat, but some were used for reconnaissance flights in an improvised Dęblin Group during first days of

SECTION 20

#1732851543387

770-536: The factory was acquired by AgustaWestland . Glider manufacturer SZD ( Szybowcowy Zakład Doświadczalny - Glider Experimental Works) was created in Bielsko-Biała in 1948. The company grew and had production plants in additional locations, during this process it was renamed several times until it got its name PZL-Bielsko in the 1990s. It was one of the biggest sailplane factories and exported its gliders world-wide. In 2002 Allstar PZL Glider Sp. z o.o. acquired

805-566: The factory's initiative. It first flew in the spring of 1931. It offered better maneuverability and climb ratio with a slightly lower maximum speed. PWS-15 was not produced and was soon broken up. Mixed construction high-wing parasol monoplane , canvas and plywood covered. A fuselage of a metal frame, covered with duralumin in the front section and canvas in the rear section. Two-spar elliptic wings, of wooden construction, canvas, and plywood covered. Stabilizers, rudder, and elevator of metal construction, canvas-covered. Open pilot's cockpit , with

840-536: The first four SZD-glider models. Allstar PZL Glider is also producing and distributing spare parts for all six types mentioned above. On the occasion of the air show “Aero” 2019 in Friedrichshafen Allstar PZL Glider has presented its proof-of-concept of a new electric propulsion system for the SZD-55 Nexus. The electric sustainer, developed by the company and named “Allstar-e-motion”, is right now in

875-499: The late 1930s the company also developed several prototypes of more modern fighters and bombers — and a passenger airliner, the PZL.44 Wicher . However, World War II prevented these aircraft from entering production. PZL was the largest Polish pre-war aircraft manufacturer. In 1934, the main factory in Warsaw was named PZL WP-1 ( Wytwórnia Płatowców 1 - Airframe Works 1) in the Okęcie district of Warsaw . A new division PZL WP-2

910-549: The name WSK "PZL Warszawa-Okęcie" , which after the fall of the communist system was changed in 1989 to PZL Warszawa-Okęcie . In 2001 the factory was bought by the Spanish company EADS CASA (now part of Airbus Defence and Space ) and since then has been known as EADS PZL Warszawa-Okęcie SA . The PZL WP2 factory in Mielec became a part of Heinkel during the German occupation of Poland, and manufactured parts for German aircraft. After

945-672: The production plant in Bielsko-Biala and the Type Certificates of the following SZD sailplanes: SZD-59-1 Acro - a single-seater for aerobatics and cross-country, SZD-54-2 Perkoz – a double-seater training-glider for aerobatic and cross-country, SZD-55-1 Nexus – a single seater glider of the standard class, SZD-51-1 Junior - single seater training glider of the club class, SZD-50 Puchacz - double-seater training-glider and SZD-48-3 Jantar Standard 3 – single-seater glider of standard class. The company further manufactures and develops

980-458: The war the factory was named first PZL No.1 works, then from 1949 WSK-Mielec , and later WSK "PZL-Mielec" . It became the biggest post-war Polish aircraft producer. It manufactured mostly licensed Soviet types, such as the Antonov An-2 transport biplane and early jet fighters: Mikoyan-Gurevich MiG-15 (as Lim-1 and Lim-2) and Mikoyan-Gurevich MiG-17 (as Lim-5 and Lim-6 ). It also produced

1015-414: The war. Data from Polish Aircraft 1893–1939 General characteristics Performance Armament Related lists SPAD 61 The Blériot-SPAD S.61 was a French fighter aircraft developed in 1923. Designed by André Herbemont , the S.61 was a conventional biplane , abandoning the swept upper wing used by Herbemont in several previous designs. The prototype S.61 was evaluated by

1050-568: The world. Since the late 1980s, Świdnik has been producing a Polish-designed medium helicopter PZL W-3 Sokół . It also produces a light helicopter, the PZL SW-4 Puszczyk . After 1991 the state factory became a state-owned corporation (WSK "PZL-Świdnik" SA ). It also produced the SZD-30 Pirat , PW-5 and PW-6 gliders and cooperates widely with other nations' manufacturers, e.g. , in the manufacture of Agusta A109 fuselages. In early 2010

1085-623: Was bought by United Technologies in 2002 and changed its name to Pratt & Whitney Rzeszów in 2015. In 1952 the engine manufacturer WSK-Kalisz was created. It manufactured mostly Soviet-licensed engines, first piston (the Shvetsov ASh-82 and the Ivchenko AI-14 ) and then jet (the Klimov VK-1 ). It also produced Polish piston engines, such as the WN-3 , and other equipment. In October 1996 it

PWS-10 - Misplaced Pages Continue

1120-643: Was built in Mielec in 1938-1939, but production was only just starting there at the outbreak of World War II. An engine factory division, PZL WS-1 in Warsaw-Okęcie ( Wytwórnia Silników - Engine Works 1), produced mostly licensed versions of British Bristol engines, such as the Bristol Pegasus and the Bristol Mercury . The WS-1 factory was former Polskie Zakłady Skody , the Polish division of Skoda Works , and

1155-476: Was nationalized and renamed in 1936. In 1937-1939 a new engine division, PZL WS-2 , was built in Rzeszów . During World War II and the five-year German occupation, all Polish aviation industry was taken over by German firms, and as a result, almost completely destroyed. By the end of the war, all factories were either ruined or robbed of tooling. Despite it, from 1944 there were carried out efforts to design new aircraft, in primitive conditions (first of all, in

1190-549: Was the largest Polish aerospace manufacturer of the interwar period , and a brand of their aircraft. Based in Warsaw between 1928 and 1939, PZL introduced a variety of well-regarded aircraft, most notably the PZL P.11 fighter , the PZL.23 Karaś light bomber , and the PZL.37 Łoś medium bomber . In the post-war era, aerospace factories in Poland were initially run under the name WSK (Transport Equipment Manufacturing Plant), but returned to adopt PZL acronym in late 1950s. This

1225-537: Was used as a common aircraft brand and later as a part of names of several Polish state-owned aerospace manufacturers referring to PZL traditions, and belonging to the Zjednoczenie Przemysłu Lotniczego i Silnikowego PZL - PZL Aircraft and Engine Industry Union. Among the better-known products during this period is the PZL TS-11 Iskra jet trainer and PZL-104 Wilga STOL utility aircraft. After

#386613