21 replies to this topic

[J311yfish]

Work in progress!

 

 

Tier	Fighter	Heavy Fighter	Attack
I	P.Z.L. P.1 (09/1929)
II	P.Z.L. P.11 (08/1931)
III	P.Z.L. P.24/I (10/1933)   PZL P.24A-G (05/1937-1939) P.Z.L. P.11g (08/1939)		P.Z.L. 23 Crucian Carp (04/1934)
IV	P.24H (1939) P.Z.L. P.45 Falcon (started 11/1938)   P.W.S. 42 Falcon (1939)   R.W.D. 25 Falcon (started 07/1939) P.Z.L. P.50/I Hawk (02/1939)   IAR 80 (04/1939+ Romania)	P.Z.L. 38 Wolf (2 completed)	P.Z.L. 43 (02/1937 for export)
V	P.Z.L. P.50/II Hawk (projected - Jakimiuk)	P.Z.L. 48 Leopard (projected - Misztal/Jakimiuk)	P.Z.L. 46 Catfish (projected - Prauss)   P.W.S. 46? (projected - Ciokosz)   R.W.D. 24 (projected)
VI	P.Z.L. P.53 (projected - Jakimiuk)
VII	P.Z.L. P.55 (projected - Dubrowski)   P.W.S. 36 (projected - Bobek-Zdaniewski)	P.Z.L. 54 Lynx (projected - Misztal/Tarczynski)   P.W.S. 37 (projected - Bobek-Zdaniewski)	P.Z.L. __ Salmon (projected - Prauss)    Westland Welkin (11/1942 - Prauss in England)
VIII	P.Z.L. P.56 Kitty Hawk (projected - Jakimiuk)
IX	de Havilland DH.113 Vampire (08/1949 - Jakimiuk in Canada) -- night fighter variant intended for export -- Goblin 3 3350lb thrust // 4x20mm   de Havilland DH.112 Sea Venom (03/1953 - Jakimiuk in Canada) -- for Great Britain and France		de Havilland DH.112 Sea Venom (03/1953 - Prauss in England) -- for Great Britain and France
X	SNCASE SE.5000 Baroudeur (08/1953 - Jakimiuk in France) Folland Gnat (08/1954 - Dubrowski in England)   LIM-2 (1954+ - licensed MiG-15bis)​​	F.M. 13 (1954 - Misztal)	de Havilland DH.110 Sea Vixen (03/1953 - Prauss in England)

 

Timeline

 

02/1919 -- Polish-Soviet War start. (Wikipedia)

03/1921 -- Polish-Soviet War end. (Wikipedia)

 

05/1925 -- Wladyslaw Zalewski establishes office in Warsaw to begin work on detailed drawings for the W.Z.X.  "The W.Z.X was the first combat aircraft of domestic origin to be completed and flown in independent Poland.  In spite of promising trials and excellent characteristics, the machine was not ordered into quantity production.  Personal conflict and the persuasiveness of the Potez engineers in charge of license-production of Potez biplanes in Poland seemed to be the cause of this decision." (Cynk, 110-112)

05/1926 -- plans drawn up to turn C.W.L. into a greatly expanded aircraft factory. (Cynk, 108)

08/1926 -- W.Z.X-1 prototype first flight with Lorraine-Dietrich W-type 450hp engine. (Cynk, 111)

__/1927 -- W.Z.X. three pre-production aircraft completed in 1927.  W.Z.X-2 and W.Z.X-3 powered by Lorraine-Dietrich 450hp engines, W.Z.X-4 powered by Bristol Jupiter 530hp with 4-blade airscrew designed by Zalewski.  "All three aircraft were fully armed and, during Service evaluation trials, proved superior on almost every count to comparable license-built and imported foreign aircraft used by the Lotnictwo Wojskowe." (Cynk, 111)

__/1927 -- C.W.L. quantity production ofSpad 61 C1 fighter biplane. (Cynk, 108)

11/1927 -- first Skoda-built (Polish Skoda Works) engine built 11/22/1927, Lorraine-Dietrich 12E 450hp.  "The Polish Skoda Works were very efficient and the quality of its license-built engines excellent." (Cynk, 121)

01/1928 -- C.W.L. reorganized and officially turned into P.Z.L. (Panstwowe Zaklady Lotnicze). [P.Z.L. = National Aviation Establishments] (Cynk, 108-118)

01/1929 -- P.Z.L. construction of P.1 prototypes begins. (Cynk, 124)

09/1929 -- P.Z.L. P.1 first official flight 09/25/1929 with Hispano-Suiza 600hp vee engine. (Cynk, 124)

02/1930 -- P.Z.L. P.1 2nd prototype first flight, "representative of the production model, the P.1a". (Cynk, 125)

06/1930 -- P.Z.L. P.1 2nd prototype foreign debut at International Fighter Contest staged by Rumanian Air Force in Bucharest, "outperformed such competitors as the Dewoitine D.27, the Fokker D.XV, and Letov Smolik 31, the Bristol Bulldog and others, gaining 8 first places out of a possible 15, but due to various pressure the Rumanians compiled the results in such a manner that the P.1 was placed only 4th in the final classification.  These frantic attempts to play the aircraft down were perhaps the highest tribute to it and did not diminish the impact the fighter had made upon foreign observers ... The Pulawski-wing interceptor, pioneered by the P.1, was copied in many countries throughout the world, and the principle of the scissor-type undercarriage survived the war and was put to good use on some Polish lightplanes of the late 'fourties." (Cynk, 125-126)

08/1930 -- P.Z.L. P.6 first flight. (Cynk, 148)

10/1930 -- P.Z.L. P.7 first flight. (Cynk, 148)

03/1931 -- Zygmunt Pulawski, designer of the P.1, tragically killed 03/21/1931. (Cynk, 156)

08/1931 -- P.Z.L. P.11 first flight. (Cynk)

12/1931 -- P.Z.L. P.11/II first flight. (Cynk)

02/1932 -- Zygmunt Pulawski's successor, Wsiewolod Jakimiuk proposes aircraft stressed to take radial engines of 700-1000hp; Gnome-Rhone 14Kds radial selected as recommended powerplant. (Cynk, 201)

04/1932 -- authorization given to Jakimiuk to proceed with detailed study of new model designated P.24, to become the ultimate development of the long line of Pulawski-wing fighters. (Cynk, 201)

06/1932 -- P.Z.L. P.11/III first flight. (Cynk)

__/1932 -- decision made to relocate P.Z.L. to Okecie-Paluch, where a new factory was built, known as Wytwórnia Platowców No. 1, or W.P.1 [Airframe Plant No.1]. (Cynk)

05/1933 -- PLZ P.24 first flight.  Export version of P.11 (Wikipedia)

__/1934 -- work begins by P.Z.L. at W.P.1 on manufacture of wings and final assembly of P.11c fighters.  "During the five years of its existence, from the autumn of 1934 to the autumn of 1939, the factory manufactured some 750 all-metal aircraft, mainly of the P.11c, P.24, P.23 Karas (Crucian-carp) and P.37 Los (Elk) type, producing an average of 150 machines a year, but its normal maximum output was estimated at double that figure.  Over a quarter of its production went for export." (Cynk, 120)

01/1936 -- Skoda Works, having been purchased by Polish government, officially becomes P.Z.L. Wytwornia Silnikow No.1, or W.S.1. [Aero-engine plant No.1].  Employed 3,500 people, possessed 600 modern lathes and manufactured on average 300 high-powered engines per year.  Over 2,000 engines manufactured by Polish Skoda Works and W.S.1 (combined) between 1930 and 1939.  "In addition to a large number of 220hp Wright J.5 Whirlwhind radials ... the establishment turned out some 250 Jupiter, 500 Mercury and 750 Pegasus radials.  The W.S.1 had 900 more Mercury and Pegasus engines on order and was preparing to start manufacture of the 1,375 hp Hercules when the war broke out.  Development of Polish-designed powerplants began in the late 'twenties and these included the 500-550hp S.29 Mamut (Mammoth) 9-cylinder air-cooled radial; and engines built to the design of Stanislaw Nowkunski, the 110hp G.594, the 280hp GR.760 and the 420-470hp G.1620 Mors (Walrus) series radial engines, and the 420-620hp Foka (Seal) inverted-vee engine.  The only indigenous engine to be manufactured in quantity was the G.1620, some 150 of th eMors A and B series radials being completed.  Three more Polish-designed powerplants: a double-row derivative of the Mors, the 900hp P.Z.L. Legwan; the 1200-1400hp P.Z.L. Waran radial; and the 900hp 12-cylinder edition of the Foka; were in various stages of development in 1939." (Cynk, 121)

10/1938 -- P.Z.L. second factory, W.P.2, completed at Mielec, to have estimated yearly output of 450 aircraft.  "By summer 1939 the W.P.2 employed some 700 people and was engaged on assembly of P.37 Los bombers from the parts supplied by the W.P.1.  Full working was to begin in the winter of 1939-1940." (Cynk, 120)

03/1939 -- P.Z.L. production brought to near stand-still following resignation of Gen Rayski, and replacement by Gen Jozef Zajac.  Zajac cancelled the P.37 Los program, and P.50 Jastzab (Hawk) program.  "In the six months before the outbreak of the war, apart from completion of some 50 P.37 Los bombers which were at too advanced a stage of production to be stopped, P.Z.L. manufactured only 68 aircraft (42 P.43B's and 26 P.24F's), all of which were intended for Bulgaria!  Zajac's program envisaged production of 500 single-seat fighters (P.11g Kobuz (Hobby) and P.24H) and 300 P.46 Sum (Sheat-fish) light reconnaissance bombers in two years.  The fighters were to be built at P.Z.L. and P.W.S., and the Sums at P.Z.L.  In preparation for this work the W.P.1 began [07/1939-08/1939] to reengage the works who had been laid-off earlier due to cuts in the P.37 and P.50 orders.  In the final weeks before the war the W.P.1 was instructed to put off production of the Sum, which according to some sources was to be entrusted to the W.P.2, and give top priority to the manufacture of the fighters, including the P.45A Sokol (Falcon), which was approved for immediate production.  As far as is known, no firm decisions were taken concerning production of other types of aircraft.  On top of the orders for the Lotnictwo Wojskowe, the P.Z.L. production program for the years 1939-1940 included manufacture of 120 P.24 fighters, 12 P.46 Sum light reconnaissance-bombers and 75 P.37 Los medium bombers to foreign contracts, which were negotiated in the middle of 1939." (Cynk, 120-121)

__/1939 -- "In the late spring of 1939 the Wytwornia Silnikow No.2, or W.S.2, (Aero-engine Plant No.2) at Rzeszow ... with an estimated normal yearly outpout of 450 high-powered engines, was beginning operations with the manufacture of the 110hp P.Z.Inz Junior and the 130hp P.Z.Inz Major inline engines (under Walter license), large-scale production of Hispano-Suiza liquid-cooled vee engines being envisaged as its major future task.  At the outbreak of the war the W.S.2 employed some 800 people." (Cynk, 122)

08/1939 -- P.Z.L. P.11g first flight 08/15/1939. (Cynk, 168)

09/1939 -- German invasion of Poland 09/01/1939. (Wikipedia)

09/1939 -- first Luftwaffe raider to be destroyed = Junkers Ju 87 shot down by P.11c 09/01/1939. (Cynk, 169)

09/1939 -- P.Z.L.'s W.P.1 factory captured by Germans 09/08/1939, reorganized/renamed as Brandenburgische Werke-Warschau for repair of captured Polish aircraft; later served as maintenance base for Luftwaffe. (Cynk, 122)

09/1939 -- P.Z.L.'s W.P.2 factory captured 09/13/1939, reorganized/renamed as Flugzeugwerke-Mielec (F.W.M.).  Factory taken over by Heinkel for manufacture of He 111, He 177, He 219.  Low output due to continual sabotage by Polish workers. (Cynk, 122)

09/1939 -- "On [09/17/1939], when the Russians attack Poland's rear, the airworthy remnants of the Polish fighter force, 38 P.11 and P.7 interceptors, were evacuated to Rumania." (Cynk, 169-170)

09/1939 -- P.Z.L.'s W.S.1 aero-engine plant damaged but restored by Germans to overhaul captured Polish engines.  Engines such as Pegasus XX then purchased by Sweden.  Factory later used to repair/maintain Argus, BMW, Junkers engines. (Cynk, 122)

10/1939 -- German invasion of Poland complete 10/06/1939. (Wikipedia)

10/1939 -- Polish Government in Exile formed. Air arm with 20 combat squadrons to be based in Great Britain or France. (Cynk, 94)

__/1939 -- W.J. Jakimiuk to France to work with SNCASE. (Flight Magazine 10/26/1956, p.673)

__/1940 -- W.J. Jakimiuk to Canada; becomes chief designer of de Havilland Aircraft of Canada, Ltd. (Flight Magazine 10/13/1949, p.485)

05/1940 -- German invasion of France 05/10/1940. (Wikipedia)

05/1940 -- Polish Air Forces in France and Great Britain founded 05/18/1940. (Wikipedia) --> Caudron C.714

06/1940 -- German invasion of France complete 06/25/1940. (Wikipedia)

 

06/1944 -- Invasion of Normandy begins 06/06/1944. (Wikipedia)

07/1944 -- Germans evacuate W.P.1.  Equipment sent to Germany, and buildings demolished. (Cynk, 122)

07/1944 -- Germans evacuate W.P.2.  "Vastly expanded after the war, the establishment is now the most important aircraft production center in Poland." (Cynk, 122)

05/1945 -- Victory in Europe Day 05/08/1945. (Wikipedia)

__/1945 -- Poland under communist control.

__/1946 -- PAF squadrons abroad disbanded; most (of ~14,900 men and women) did not return to Poland due to communist control.

10/1949 -- W.J. Jakimiuk resigns from de Havilland Aircraft of Canada, Ltd.  "Among successful designs which Mr. Jakimiuk had been responsible are the Chipmunk trainer and the Beaver bush transport; and his recent activities included development of the DH.113, night fighter version of the Vampire.  Before the war, he designed the series of P.Z.L. fighters, which were adopted by the air forces of five European countries, and the 14-passenger twin-engined Wicher transport for Lot, the Polish airline." (Flight Magazine 10/13/1949, p.485); "War-time production of the [de Havilland Canada] Downsview plant was 1,747 Tigers, 1,032 Mosquitos and 375 Ansons. // After the war ... W. Jakimiuk, late of the Polish PZL aircraft factory, tackled the problems of making a trainer and a bush-plane, the Chipmunk [replacement for Tiger Moth] and the Beaver -- the success of which needs no telling.  It is sufficient to say that to date 153 Chipmunks and over 160 Beavers have been built and sold. // ... // In addition to design and manufacture ... Downsview is largely occupied on other work ... Vampires are being repaired or overhauled ..." (Flight Magazine 05/23/1952, p.629); The fuselage of the Vampire trainer adapted to night fighter was transplanted to the Sea Venom. (Flight Magazine 06/26/1953, p.812); The DH.113 was Britain's first jet-powered night fighter, built as a private venture. (Flight Magazine 09/22/1949, p.376); "responsible for development of Vampire and Venom night fighters." (Flight Magazine 10/26/1956, p.673)

__/1951 -- W.J. Jakimiuk returns to France to work with SNCASE as director of special research, responsible for SE.5000 Baroudeur. (Flight Magazine 10/26/1956, p.673)

08/1953 -- first flight of the SNCASE SE.5000 Baroudeur in France, a private venture, designed by Polish aircraft designer W.J. Jakimiuk.  Prototype 2 achieved supersonic flight 05/1954-06/1954.  (Flight Magazine, 08/06/1954, p.182-183)

__/1955 -- Warsaw Pact

__/1955 -- Dąbrowski to United States; worked with Cessna Aircraft Co., Stanley Aviation, Boeing. (Wikipedia)

 

 

 

 

Designers

 

Zygmunt Pulawski

-- P.1

-- P.6

-- P.7

-- P.11

-- P.24

-- died while testing P.12

 

Wsiewolod Jakimiuk

-- (01/05/1902 Kozyno, Poland - 09/1991 Paris, France).  (Polish Wikipedia)

-- attended the Sorbonne and graduated from École Supérieure d’Aéronautique in Paris with degree in Aerospace Engineering 1929.  (Polish Wikipedia)

-- returned to Poland 1930.  (Polish Wikipedia)

-- after death of Pulawski 03/1931 took over PZL fighter projects.  (Polish Wikipedia)

-- P.50, P.53, P.56

-- evacuated to Romania, then to France.  (Polish Wikipedia)

-- joined SNCASE and led Polish engineering team.  (Polish Wikipedia)

-- helped work on SNCASE SE.100 and LeO-45.  (Polish Wikipedia)

-- continued work in Canada, England, France

-- DHC-1 Chipmunk trainer in 1946 (1,292 built) in Canda

-- DHC-3 Beaver transport in 1947 (1,718 built) in Canada

-- DH.112 Venom in 1948 (381 built) in England

-- SE.5000 Baroudeur fighter in France

 

Jerzy Dabrowski

-- PZL.37 Los and laminar wing

-- P.62 (speculative designation for P.55)

-- helped develop Folland Gnat in Great Britain 1954-1955

 

Franciszek Misztal

-- studied at Lviv Polytechnic; doctorate 1929 Technical University in Aachen. (Wikipedia)

-- 1928 constructor at PZL. (Wikipedia)

-- chief designer of PZL.38 Wilk. (Wikiipedia)

-- contributor to PZL.23 Karas, PZL.19, PZL.26 (Wikiipedia)

-- inventor of the casson structure with corrugated wings. (Wikiipedia)

-- FM-13 Delta (1954)

 

Stanislaw Prauss

-- PZL.23

 

Aleksander Grzedzielski and Augustyn Bobek-Zdaniewski

-- P.W.S. 10M -- 258 km/h

-- P.W.S. 15

 

Augustyn Bobek-Zdaniewski

-- P.W.S. 36 -- single-seat fighter-bomber -- 4 wing-mounted guns -- 4x50kg bombs -- 600 km/h est.

-- P.W.S. 37 -- two-seat fighter bomber -- 570 km/h est.

 

Zygmunt Jablonski assisted by Kazimierz Nowicki

-- P.W.S. 42 Sokol (Falcon) -- single-seat fighter -- 4x7.7mm -- 520-550 km/h

 

Zbyslaw Ciolkosz

-- P.W.S. 46? -- two-seat twin-engine twin-fuselage light-bomber/ground attack -- up to 1000kg internal -- 450-500 km/h @ SL

 

Oderfeld, Sachs and Bernadzikiewicz

-- ramjet patents

-- 1st ram-jet engine begun 1933

-- 2nd ram-jet engine successful test bench run 1933

-- continued 1936; halted due to lack of funds

-- P.Z.L. displayed interest, Oderfeld continued to investigate and put forth ideas; terminated due to war

 

Prof Maria Zbigniew Krzywoblocki

-- jet/rocket research beginning 1933

-- RATO investigation published 10/1936 -- "the first calculations to be published anywhere in the world"

-- missile bomb implications published 1938; republished in Great Britain 03/1944.

 

Prof Mieczyslaw Wolfke and Prof Gustaw Mokrzycki

-- piston- and rocket-powered missiles tested 1936

-- Mokrzycki = Professor of Flight Mechanics and Aircraft Building at Warsaw Technical University (1933-09/1939)

-- Mokrzycki experimented with flying wings (P.Z.L. 22) and later worked with Convair, North American, Ryan in U.S.A.

-- "Mokrzycki was responsible for the overall concept and aerodynamic design of the Ryan X-13 Vertijet, and contributed to the development of such advanced types as the Convair deltas, including the XF-92, F-102 and B-58 Hustler, and the North American X-10, and the Navaho and Hound Dog missiles." (Cynk, 185)

-- Mokrzycki to Canada 1939. (Polish Wikipedia)

 

 

Antoni Gabriel

-- began work on small six-chamber turbojet at end of 1937

-- spun up by a piston engine; showed great promise during initial bench runs

 

 

 

Sources

 

General

Fighters Between the Wars 1919-1939, by Kenneth Munson (Blandford 1970)

Polish Aircraft 1893-1939, by Jerzy B. Cynk (Putnam 1971)

Polish Air Force 1939-1945, by Dr. Jan Koniarek (Squadron/Signal 1994)

The Polish Air Force At War - The Official History - 1939-1943, by Jerzy B. Cynk (Schiffer 1998)

Polish Aces of World War 2, by Robert Gretzyngier and Wojtek Matusiak (Osprey 1998)

White Eagles - The Aircraft, Men and Operations of the Polish Air Force 1918-1939, by Bartlomiej Belcarz & Robert Peczkowski (Hikoki 2001)

International Warbirds - An Illustrated Guide to World Military Aircraft 1914-2000, by John C. Fredriksen (2001)

 

Specific

PZL Fighters - Part One - P.1 through P.8, by Warren A. Eberspacher and Jan P. Koniarek (Phalanx 1995)

PZL P.11C, by Bartlomiej Belcarz and Tomasz J. Kopanski (Stratus 2003)

PZL.23 Karas, by Jerzy B. Cynk (Profile 1966)

PZL.23 Karas, by Tomasz J. Kopanski (Stratus 2004)

PZL P.24 A-G, by Andrzej Glass (Kagero)

Polish Wings 1 - SPAD 61C1, SPAD 51C1, Wibault 70C1, by Bartlomiej Belcarz and Wojciech Sankowski (Stratus 2004)

Polish Wings 2 - Morane MS 406 C1, Caudron C 714 C1 Cyclone, Bloch MB 151/152 C1, by Bartlomiej Belcarz (Stratus 2007)

Polish Wings 3 - PWS-10, Avia BH-33, PZL P.7a, by Bartlomiej Belcarz and Tomasz J. Kopanski (Stratus 2009)

Polish Wings 4 - Hawker Hurricane, by Robert Gretzyngier (Stratus)

MiG-15 All Variants, by Yefim Gordon

 

 

Andrzej Morgała

 

 

 

Edited by J311yfish, 16 May 2018 - 01:28 PM.

[J311yfish]

Tier I

 

P.Z.L. P.1 (09/25/1929); P.6 (09/1930); P.7/I (10/1930); P.8 (08/1931) -- Zygmunt Pulawski -- 

FF/Production	Airframe/Variant	Engine	Speed/Ceiling	Armament	Bombs
FF 09/1929   FF 03/1930	P.1/I   P.1/II	Hispano-Suiza 12Lb 600hp water-cooled V -- fixed 2-blade metal airscrew	297 km/h   302 km/h @ SL 284 km/h @ 5000m ceiling @ 8600m	2x7.7mm	none specified
FF 09/1930	P.6 (low altitude)	I  Bristol Jupiter VI.FH 450hp air-cooled radial -- Gnome-Rhone 2-blade fixed metal airscrew	292 km/h @ SL 285 km/h @ 4000m ceiling 8228m	2x7.7mm	none specified
FF 10/1930 150 (1932-11/1933)	P.7 (high altitude)	I  Bristol Jupiter VII.F 485hp (max output 527hp) -- built by Polish Skoda works -- Hedderheimer 2-blade metal airscrew (P.7/I and P.7/II) -- Szomanski 2-blade wooden airscrew (P.7a)	292 km/h @ SL 313 km/h @ 4000m (P.7/I)   276 km/h @ SL 327 km/h @ 4000m (P.7a)	2x7.92mm Vickers Type E	none specified

Data above: Cynk, 128-154.  Glass, 12.  Green, 485.   Data above and below: Eberspacher.

FF 08/1931     FF 03/1932	P.8/I     P.8/II	Hispano-Suiza 12 Mc  640hp -- 2-blade fixed metal Ratier propeller   Lorraine Dietrich 12 H Petrel 800hp -- 2-blade fixed metal Ratier propeller	330 km/h @ SL 318 km/h @ 3800m   350 km/h @ SL 332 km/h @ 3800m	2x7.92mm	none specified
Projected	P.9	Lorraine Dietrich Petrel
Projected	P.10	Rolls-Royce Kestrel (used in Hawker Demon)

 

-- "The first fighter of indigenous Polish design … produced by Panstwowe Zaklady Lotnicze (P.Z.L.), or National Aviation Establishment, embodied several technical innovations. Designed by Zygmunt Pulawski, the P.1 was of all-metal construction, its most novel feature being the 'gulling' into the fuselage of the center section of the high wing, thus eliminating the normal cabane. This both reduced drag and improved the forward view for the pilot. Powered by [Hispano-Suiza 12 Lb 630hp] 12-cylinder water-cooled Vee-type engine, the 1st prototype, the P.1/I, was flown on [09/25/1929]. Armament comprised [2x7.7mm Vickers]. The 2nd prototype, the P.1/II, featured a repositioned radiator bath and redesigned vertical tail surfaces, and joined the test program in [03/1930]. Further development was discontinued in favor of radial-engined variants, as the Polish air arm, the Lotnictwo Wojskowe, was biased against liquid-cooled engines. The following data relate to the 2nd prototype. Max speed 302 km/h @ SL; 2.66min to 2000m; range 600km; empty 1118kg; loaded 1580kg; span 10.85; length 6.98m; heigh 2.96; wing area 19.50m². (Green, 484)

-- "The development of the aircraft was entrusted to a young graduate of the Warsaw Technical University, Zygmunt Pulawski, whose design experience was limited ... unhampered by conventional thinking, Pulawski was destined to create a machine which put Poland in the forefront of international fighter development and, progressively developed, it remained in production for almost a decade, forming the main equipment of the fighter forces of five nations at the outbreak of World War 2!" (Cynk, 23)

-- "... evolved in the second half of 1928 in competition with the P.W.S.10 to the requirement of the Department of Aeronautics, embodied several revolutionary features and displayed exceptionally clean lines.  Pulawski selected the high-wing monoplane configuration, and, in order to provide the best all-around view for the pilot, he evolved a gull-wing of a specific layout, which became known throughout the world as the Polish- or Pulawski-wing.  The most characteristic features of the wing were the inboard panels, which were tapered sharply in chord and thickness towards the root, their thinnest sections sloping down to attachment points on the fuselage immediately behind the cylinder banks of the upright-vee engine (Polish Patent No.13,826).  This unique arrangement eliminated the obstructed vision imposed by the wings, which was common to all other aircraft.  The new, indigenous Bartel 37/IIa aerofoil section was chosen for the wing, and slotted ailerons, acting also as landing flaps, were employed.  The landing gear, of so-called 'scissor-type' (Polish Patent No. 13,180), in which extension levers acted on oleo-pneumatic shock-absorbers placed on opposing sides inside the fuselage, was equally ingenious.  No other contemporary undercarriage offered comparable aerodynamic cleanness, and the protection of the shock-absorbers from dust and low temperatures was an additional advantage.  The P.1 was built entirely of metal and the structural methods followed to some extent those of the French Wibault 7 series fighters, which were license-manufactured by P.Z.L." (Cynk, 123-124)

P.2

-- "One version of the P.1 was planned to be produced in large numbers for the LW, and was designated as P.2, but none were ever built." (Eberspacher, 7)

P.6

-- "The foreign interest in the Pulawski-wing interceptors exceeded all expectations.  During 1930 sales enquiries involving a substantial number of fighters were received from Estonia, Greece, Switzerland and Yugoslavia.  In 1931 Portugal and Rumania expressed interest in the aircraft, and after the appearance of the P.6 in Paris, Fiat, Gnome-Rhone, Hispano-Suiza, Lorraine and Rolls-Royce offered P.Z.L. free engines for installation in the fighter.  However, as more advanced developments, the P.11 and later the P.24, became available, export negotiations switched to these models." (Cynk, 149)

-- "Evolved from the P.1 by Zygmunt Pulawski and developed in parallel with the P.7, the P.6 was powered by a low-altitude [Gnome-Rhone Jupiter 9ac (VI.FH) 450hp] 9-cylinder radial … The principle change from the P.1, apart from the power plant, was to be found in the fuselage structure and fuel disposition, the rear fuselage being a semi-monocoque and the wing tanks of the earlier fighter giving a place to a jettisonable fuselage tank. Armament remained [2x7.92mm Vickers E]. The first of two P.6 prototypes was flown in [09/1930], and, in the following year, participated in the National Air Races at Cleveland, Ohio.  The 2nd prototype, the P.6/II, differed primarily in having a Townend ring cowling in place of the narrow ring of the O.6/I. The Lotnictwo Wojskowe elected to order the contemporary P.7 for series production and no further development of the P.6 was undertaken. Max speed 292 km/h @ SL; 2.83min to 2000m; range 600km; empty 908kg; loaded 355kg; span 10.30m; length 7.16m; height 2.75m; wing area 17.30m². (Green, 484)

P.7

-- "The P.7a was the first all-metal production fighter world-wide to enter service.  It proved to be very agile and robust." (Eberspacher, 34)

-- "Well-liked by its pilots, the P.7 possessed exceptional handling qualities, recovered 'hands-off' from a spin, absorbed even very rough landings with no damage, and proved extremely robus and durable in service.  Although masterly from an engineering viewpoint, as a weapon the aircraft suffered severe armament limitations: its machine-guns [Vickers Type E] had a very poor serviceability record and were placed too low in the fuselage sides to make the bullet trajectory adequately visible to the pilot." (Cynk, 152-153; Eberspacher, 34)

-- "A parallel development to the P.6, from which it differed essentially in having a higher-altitude engine and some steel elements in the otherwise all-duralumin fuselage structure, the P.7 was powered by a super-charged [I  Bristol Jupiter VII.F 520hp @ 3050m] radial … The first of two prototypes, the P.7/I, was flown in [10/1930], and featured a close-fitting, helmeted engine cowling, which gave place to a Townend ring on the P.7/II. Work on a pre-series batch of 10 of the P.7a fighters began in [07/1931] for the Lotnictwo Wojskowe, a further 139 being subsequently ordered. The P.7a carried [2x7.92mm Vickers E] and differed from the prototypes in having a P.Z.L.-developed ring cowling, a revised cockpit, shorter ailerons and modified tail surfaces. The P.7a entered service in the winter of 1932-1933, and 3 first-line squadrons were still equipped with this type when the Wehrmacht assault on Poland was launched on [09/01/1939]. Max speed 327 km/h @ 4000m; initial climb 10.40 m/s; range 600km; empty 1090kg; weight 1476kg; span 10.57m; length 6.98m; height 2.69m; wing area 17.90m²."(Green, 484)

-- "On the eve of the Second World War, Poland had 128 P.11 and 30 P.7a fighters equipping 15 squadrons and 76 P.7a fighters in reserve, in training units, and undergoing repairs.  By then, these fighters were obsolete and their performance was no match against modern German aircraft; the 2,000 fighters, bombers, dive bombers, reconnaissance aircraft, and transports that were deployed to attack Poland." (Eberspacher, 44)

P.8

-- "The Polish authorities had decided that their air force would not utilize in-line engines, and that such engines would not be built in Poland. // Unwilling to abandon his idea of a fighter with an in-line engine, Pulawski designed an experimental model designated the PZL P.8 powered with a [Hispano-Suiza 600hp] engine.  It was test flown by Orlinski in [08/1931] and reached a maximum speed of 330 km/h.  A second prototype, the PZL P.8/II with a [Lorraine Dietrich Petrel 800hp] 675hp engine made its first flight in [03/1932] and reached a top speed of 350 km/h.  In [07/1932], Orlinski was to fly the PZL P.8/II to the International Air Meeting in Zurich, but crashed near Konskie, Poland.  A few days later he made a second attempt in the PZL P.8/I but crashed near Innsbruck, Austria.  In [12/1932], the rebuilt PZL P.9/II was exhibited at the Paris Salon.  When in 1935, Yugoslavia showed interest in buying the plane, improvements and a new model, the PZL P.28 were proposed by the factory but the order never came to fruition." (Glass, 9; Eberspacher, 12)

-- "[The P.8/II] was the development aircraft for the proposed P.9 fighter.  It had a slightly increased wing span, a longer fuselage (due to the longer engine), and incorporated a number of other modifications.  The large P.8/I belly radiator was replaced with a more shallow unit, but this didn't solve the cooling problem.  The design was then shifted to side mounted radiators on each side of the fuselage just aft of the cockpit, and the carburetor intake was relocated from the starboard forward side of the fuselage to beneath the nose. // The P.8/II was probably the cleanest and most elegant of all the PZL fighter designs and turned in a speed of 350 km/h (217 mph) at sea level and 332 km/h (206 mph) at 3800m (12465 ft).  Pulawksi preferred the cleaner liquid cooled designs, developing them concurrently with the P.6 and P.7 models.  The P.8 set new standards in cleanliness." (Eberspacher, 12)

-- "The P.8 represented an attempt on the part of Zygmunt Pulawski and his assistant, Wsiewolod Jakimiuk, to establish new standards in aerodynamic cleanliness and fighter performance. It combined a wing that was fundamentally similar to that of the P.6 and P.7 with a liquid-cooled engine and a new fuselage of improved fineness ratio covered by smooth duralumin skinning.  The first of 2 prototypes, the P.8/I, was flown in [08/1931] with [Hispano-Suiza 12Mc 640hp] 12-cylinder water-cooled engine … The 2nd prototype, the P.8/II, embodied some structural simplification, the ventral radiator bath being discarded in favor of flush-fitting lateral panels, and was powered by a [Lorraine 12H Petrel 675hp @ 3500m] water-cooled engine … Armament comprised the standard [2x7.92mm]. The first prototype was destroyed in an accident in [07/1932] at Innsbruck, and the P.8/II was displayed some months afterwards at the 1932 Paris Salon, but development had already been discontinued in favor of the radial-engined P.11. The following data relate to the P.8/II.  Max speed 350 km/h @ SL; 7.5min to 5000m; range 500km; empty 1102kg; loaded 1573kg; span 10.50m; length 7.56m; height 2.75m; wing area 18.00m². (Green,484)

P.9 and P.10

-- "Despite the success, liquid cooled engine designs were finally abandoned in favor of the new radial engine models.  The proposed Lorraine Dietrich Petrel P.9 and the Rolls-Royce Kestrel P.10 had reached the advanced design stage, but work on both was discontinued." (Eberspacher, 13)

 

Imitators around the world (Glass, 4)

-- "...Pulawski influenced the construction of at least 6,000 airplanes and 2,000 gliders." (Glass, 6)

Pulawski Wing

Loire 43 (1932)

Loire 45 (1933)

Loire 46 (1934)

Aero A-102 prototype (1933)

Henschel Hs 121 (1934)

Ikarus IK-1 (1935)

Ikarus IK-2 (1936)

Mureaux 170 (1933)

Mureaux 180 (1934)

Gourdou Lesseure GL-482 (1933)

Arsenal-Delanne 10 (1940)

Douglas O-32 (1930) -- cable supports instead of the usual struts

Armstrong Whitworth AW 32 (1934)

Weiss WM-18 (1934)

Douglas O-37/B7 (1931) -- the only twin engine plane with the "Pulawski Wing"

Polikarpov I-15 (1933) -- 450 built

Polikarpov I-153 Czajka (1938) -- 3400 built

Nikitin-Szewczenko IS-2 (1941)

Romeo 41 (1933) -- 180 built

Romeo 43 (1935) -- 100 built

Romeo 44 (1938) -- 25 built

Romano R-90 (1935)

Romano R-92 (1936)

Avia B-422 (1938)

Westland F7/30 (1931)

Curtiss F9C-3 Sparrowhawk (1932)

Gregor FDB-1 (1935)

Lamson L-101 Air Tractor ag plane

gull-wing concept

British Short S-18 (1933)

Dornier Do-26 (1938) -- 6 built

Martin Mariner (1939) -- 1325 built

Berijew Be-6 (1949)

Berijew Be-12 Czajka (1963) -- 132 built

inversion of Pulawski's idea

Henschel Hs 125 (1935)

CKB-4 (TSz) (1945-1948)

Szpak-2, -3, -4 (1945-1948) -- 13 built

gull-wing use on gliders

German Fafnir (1930)

Polish CW-5 bis

Polish SG-3 bis/36

Polish SG-7

Polish Orlik

Polish Mewa

Polish PWS-101

Polish PWS-102 Rekin

Polish PWS-103

Polish WWS-2 Delfin

Polish B38

Polish Jastrzab

 

 

P.W.S.1 (04/1927) -- 2-seat reconnaissance fighter --Stanislaw Cywinski -- ~2 built

 

-- "Evolved by the Podlaska Wytwórnia Samolotów (Polasian Aeroplane Plant), or P.W.S., to meet an official requirement for a fast 2-seat reconnaissance fighter, the P.W.S.1 parasol monoplane was designed by a team led by Stanislaw Cywinski and first flown on [04/25/1927].  Of wooden construction apart from a steel-tube forward fuselage, the P.W.S.1 was powered by [Lorraine-Dietrich LD 12Eb 450hp] 12-cylinder water-cooled engine and carried an armament of [2x7.7mm fixed (S)] and 2 similar-caliber weapons on a Scarff mount in the rear cockpit.  In the latter half of 1927, the aircraft was extensively re-designed and rebuilt as the P.W.S.1bis, flight testing resumed early in 1928.  The P.W.S.1bis featured an entirely new wing and new vertical tail surfaces, empty weight being reduced marginally but performance remaining virtually unchanged.  As the aircraft held little promise of any major improvement over existing Lotnictwo Wojskowe equipment, further development was discontinued." (Green, 483-484)

-- "Data for P.W.S.1bis: max speed 232 km/h; initial climb 5.4 m/s; range 750km; empty 1375kg; loaded 1950kg; span 13.70m; length 8.70m; height 3.30m; wing area 30.00m²." (Green, 484)

 

 

P.W.S.10 (05/1930) -- Grzedzielski and Bobek-Zdaniewski -- ~82 built -- delivered after 06/1931

 

-- "Designed by Aleksander Grzedzielski and Augustyn Bobek-Zdaniewski, the P.W.S.10 single-seat parasol monoplane fighter was the recipient of an order for 2 prototypes in 1929, the first of these flying in [05/1930].  Powered by [Skoda-built Lorraine-Dietrich LD 12Eb 450hp] … was of mixed construction with a wooden wing and steel tube fuselage.  Armament consisted of [2x7.7mm Vickers]. A contract was placed for 80 aircraft with deliveries commencing in the second half of 1931. Rather difficult to fly and never popular with its pilots … progressively withdrawn from 1933, but 20 reconditioned examples were sold to the Spanish Nationalist forces in 1936. Because of their inadequate performance they were restricted to the training role. Max speed 258 km/h; initial climb 5.8 m/s; range 300km; empty 1115kg; loaded 1500kg; span 11.00m; length 7.50m; wing area 18.00m²." (Green, 484)

 

 

P.W.S.15 (__/1930) -- Grzedzielski and Bobek-Zdaniewski -- 1 built

 

-- "The shortcomings in handling qualities and maneuverability demonstrated by the P.W.S.10 prototypes led its designers, Grzedzielski and Bobek-Zdaniewski, in 1930 to develop a biplane version, the P.W.S.15, as a private venture for comparative testing. One of the two P.W.S.10 prototypes was fitted with a modestly staggered unequal-span single-bay biplane cellule with N-type interplane struts. Retaining the engine and armament of the P.W.S.10., the P.W.S.15 lacked the shortcomings of the parasol monoplane, possessing a superior climb rate and essentially similar maximum speed. However, while the P.W.S.15 was under test, the company received a production contract for the P.W.S.10, and, rather than risk its cancellation in favor of the biplane with consequent production disruption, dismantled the prototype biplane without submitting it to official flight test." (Green, 484)

-- max speed 250 km/h @ SL; empty 1050kg; loaded 1420kg; span 10.00m; length 7.50m; height 2.70m; wing area 23.00m². (Gren, 484)

 

 

Edited by J311yfish, 16 May 2018 - 09:58 PM.

[J311yfish]

Tier II

 

P.Z.L. P.11 (08/1931) -- Wsiewolod Jakimiuk -- 

Image: Wikipedia

Data: Cynk

 

P.11/I -- II  Gnome-Rhone Jupiter IX.ASb 515hp air-cooled radial -- maximum speed over 300 km/h (FF 08/1931)

P.11/II -- II  Bristol Mercury IV.A 530hp air-cooled radial (FF 12/1931) -- PZL-developed spinner

P.11/II -- II  Bristol Mercury IV.S ___hp air-cooled radial -- best speed 346 km/h @ 4000m with Chauviere propeller.

P.11/II -- II  Gnome-Rhone 9K Mistral 500hp air-cooled radial -- with Gnome-Rhone airscrew -- served as development aircraft for P.11b series, sold to Rumanian Government

P.11/III -- Bristol Mercury ________ air-cooled radial -- (FF 06/1932)

P.11a -- II  Polish Skoda Works Mercury IV.S2 497-517hp air-cooled radial -- reached Polish squadrons 1934 -- 2 guns in fuselage sides -- came after P.11b sold.

P.11bs -- Gnome-Rhone 9Krsd 670hp -- purchased by Romania (Green, 485)

P.11c -- Gnome-Rhone 9 Krse 600hp air-cooled radial (FF 1933)

P.11c -- II  Polish Skoda Mercury IV.S2 600hp air-cooled radial

P.11c -- II  Polish Skoda Mercury V.S2  560hp air-cooled radial

P.11c -- III  Polish Skoda Mercury VI.S2 645hp @ 4727m air-cooled radial -- main production version -- 367-375 km/h @ 5500m with full combat equipment. (Cynk, 164-168)

2x7.7mm KM Wz 33 --> 4x7.7mm -- "... when hostilities began, only about 20 percent of the aircraft were provided with four guns." (Cynk, 168)

P.11g -- III  P.Z.L. Mercury VIII 840hp @ 4265m air-cooled radial -- 4x7.7mm KM Wz 36 (W) -- 420 km/h est. -- stopgap for delayed P.50 -- (FF 08/15/1939)

Data: Cynk, 168 / Green, 485

 

-- "A progressive development of the P.7 stressed to accept more powerful radial engines, the P.11 stemmed from a decision to adapt the basic fighter for the Bristol Mercury engine. The first of 3 prototypes, the P.11/I, was fitted with a [Jupiter 9Aab] because of non-availability of the Mercury and flew in [08/1931], the P.11/II and /II following with the [Mercury IV] engine.  30 P.11a fighters powered by the [Mercury IV.S2 575hp] were purchased for the Lotnictwo Wojskowe, and 50 similar aircraft powered by the [Gnome-Rhone 9Krsd Mistral 670hp] were purchased by Romania as P.11bs.  The P.11c, first flown late in 1933, featured a lower engine thrust line, a modified wing center section and re-positioned pilot's cockpit. The first 50 or so for the Lotnictwo Wojskowe had the [Mercury V.S2 600hp @ 4500m], and a further 125 had [Mercury VI.S2 645hp @ 4725m]. Armament comprised [2x7.92mm] but provision was made for the installation of two similar guns in the wings. A Romanian license-built version of the P.11c with an [IAR-K9 640hp @ 4000m] and [4x7.92mm FN-Browning] was designated P.11f, 70 being built by Industria Aeronautica Româna (IAR) during 1936-1937. A decision to reinstate the P.11 in production was taken in the spring of 1939, in a version known as the P.11g Kobuz (a small species of falcon) with a [P.Z.L.-built Mercury VIII 840hp @ 4265m]. A prototype was produced by modifying a P.11c and this was flown on [08/15/1939], but series production had not begun when Poland was overrun by the Wehrmacht. The following data relate to the Mercury VIS2-powered P.11c: Max speed 390 km/h @ 5500m; initial climb 12.40 m/s; range 700km; empty 1147kg; max loaded 1800kg; span 10.72m; length 7.55m; height 2.85m; wing area 17.90m²." (Green, 485)

P.11c

-- "In 1933-1934 a much modified development, the P.11c, was evolved by Jakimiuk.  Although this aircraft retained the same factory number, it had in fact less in common with the earlier P.11 variants than these models had with the P.7a.  The P.11c might be considered as the Lotnictwo Wojskowe equivalent to the export P.24, for the development of both fighters was closely co-related and they featured many common improvements, such as ... [stuff] ... // The P.11c became the principal production variant and 175 were ordered for the Lotnictwo Wojskowe ... production prototype completed early in 1934 ... with the [Gnome-Rhone 9 Krse 600hp] and with the [Polish Skoda Mercury IV.S2 600hp] radial engines and tested with a variety of airscrews and two slightly different spinners, was involved in prolonged trials and experiments ... [details] ... shown at the 1934 Paris Salon.  In its Gnome-Rhone powered form, the machine served as the development aircraft for the Rumanian version which was to be license-built by I.A.R." (Cynk, 164-165)

-- "Another 'four-gun' type shown at Paris was the P.Z.L.11C, which carries 2 rifle-caliber machine guns in the 'valley' between wing roots, troughs being provided for 2 similar weapons in the sides of the fuselage." (Flight Magazine 01/24/1935 p.90)

P.11g

-- "According to the original plans of 1935-1936, all P.11 fighters were to be replaced by the P.39 two-seat twin-engine fighter/dive-bomber monoplanes in 1939, but later in 1936 this idea was abandoned and the development of a conventional single-seat interceptor, the P.50 Jastrzab, was authorized.  However, the P.50 program was delayed, and later drastically cut back, leaveing the Lotnictwo Wojskowe with no hope for the early strengthening of its fighter force.  In the spring of 1939, in a desperate effort to improve the catastrophic situation in the fighter field, it was decided to give the elderly P.11 a new lease of life, restressing it to take the 840hp P.Z.L. Mercury VIII radial, which had originally been intended for the P.50 Jastzab.  A service P.11c was rapidly converted at the P.Z.L. W.P.1 plant to serve as a makeshift prototype of the new variant, which became known as the P.11g Kobuz (Hobby), and the machine flew for the first time [08/15/1939] ... factory trials completed [08/31/1939].  The production Kobuz, with enclosed cockpit, was to possess a fuselage similar to that of the late P.24's and an armament consisting of four improved KM Wz 36 guns in the wings ... estimated maximum speed being 420 km/h." (Cynk, 168)

 

 

Edited by J311yfish, 16 May 2018 - 01:40 PM.

[J311yfish]

Tier III

 

P.Z.L. P.24 (05/1933)

 

P.24/I -- III Gnome-Rhone 14Kds 760hp @ 3700m

P.24/III -- III Gnome-Rhone 14Kfs 930hp @ 4530
P.24A -- production model -- 2x20mm + 2x7.92
P.24B -- 4x7.92mm
P.24C -- minor aerodynamic changes

P.24E -- III  IAR-K 14-II C32 900hp

P.24F -- IV  Gnome-Rhone 14N 07 970hp @ 4600m -- 2x20mm + 2x7.92 -- 430 km/h @ 4250m -- initial climb 11.5 m/s
P.24G -- IV  Gnome-Rhone 14N 07 970hp @ 4600m -- 4x7.92mm

Data: Green, 486-487

 

-- "Formidable Polish Fighter // An improved version of the P.Z.L. P.XXIV single-seater fighter (Gnome-Rhone 'Mistral Major') described in Flight for [05/03/1934], has a top speed of 251 mph [404 km/h] at 14,760 ft. [4498m], and climbs to 21,325 ft [6500m] in 8 min 56 sec [12.13 m/s]. Two Oerlikon 'cannon,' each provided with 40 rounds of ammunition, may be installed in the wings." (Flight Magazine 08/30/1934 p.902)

-- "Perhaps the most formidable-looking single-seater fighter exhibited at the Paris Show, and probably the most powerful in existence in Europe at the time, was the Polish P.Z.L. 'Super P.24' with 900 hp Gnome-Rhone K.14 engine, [2x20mm Oerlikon cannons], and [2 machine guns]. The canons are mounted in large fairings at the point of attachment of the lift struts and wings, and eject their empty cartridge cases through slots in the bottoms of the fairings.  This placing of canons in wings obviously has much to recommend it, for a moteur canon of the Hispano-Suiza type can accommodate only one gun. // The Oerlikon canon, the type which was responsible for the revival of the canon craze on the Continent (one must not forget that Hispano moteur canons were employed during the war), is of 20mm caliber, and its shells have a muzzle velocity of 2,723 ft/sec.  Fitted with a full magazine holding 60 rounds, the gun weighs 161 lb.  Little information is available regarding the French bicanon or pluricanon machines at present being developed, but it is known that certain of the prototype aircraft, including Loire and Dewoitine monoplanes built for the last competition for single-seater fighters held by the French government, have been modified to take 2 canons in their wings.  The Morane 227 C1 fighter monoplane is fitted with a Hispano Xcrs moteur canon and a pair of Chatelleraut [MAC 34] machine guns mounted outboard.  This seems to be a quite a promising effort at solving the problem of armament distribution, and deserves close watching." (Flight Magazine 01/24/1935 p.38-39)

 

-- "Essentially a refinement of the P.11c capable of accepting the most powerful radial engines available, the P.24 was intended primarily for export. The first of 3 prototypes, the P.24/I, flew in [05/1933] with [Gnome-Rhone 14Kds 760hp @ 3700m].  The P.24/III had a [Gnome-Rhone 14Kfs 930hp @ 4530], production models being the P.24A with [2x20mm Oerlikon and 2x7.92] and the P.24B with [4x7.92mm].  60 P.24s were ordered by Turkey, of which 20 were supplied by P.Z.L. as kits for indigenous assembly and 40 in flyaway condition.  14 of the latter were to P.24A standard and 26 were P.24Cs, these being similar to the P.24B but embodying minor aerodynamic changes. The availability of the [Gnome-Rhone 14N 07 970hp @ 4600m], resulted in its installation in the P.24A to produce the P.24F, and in the P.24B producing the P.24G.  Of the 20 aircraft assembled in Turkey, 6 were completed as P.24Fs and 14 as P.24Gs.  Greece ordered 30 P.24As and 6 P.24Bs, but the contract was changed to cover 25 P.24Fs and 6 Gs after delivery of 5 P.24As. A Bulgarian contract for 14 P.24Bs was followed by a contract for 12 P.24Fs, 4 of the latter, in the event, not being delivered.  Romania ordered a version similar to the P.24A, but powered by the [IAR-K 14-II C32 900hp], this being designated P.24E.  6 were supplied to Romania by P.Z.L. and a further 44 were license-built by IAR, the last being delivered in the late autumn of 1939. The following data relate to the cannon-armed P.24F: max speed 430 km/h @ 4250m; initial climb 11.5 m/s; range 550km; empty 1332kg; max loaded 2000kg; span 10.68m; length 7.60m; height 2.69m; wing area 17.90m²." (Green, 486-487)

-- wingspan 10.6m; length 7.5m; wing area 18m²; empty 1,270kg; all-up weight 1,775kg; Gnome-Rhone Jupiter 800hp @ 4400m; max speed 404 km/h @ 4500m; rate of climb 8.0 min to 6,000m. (Kosin, 84)

 

 

Cynk, 201-214

 

 

P.Z.L. P.37 Los (summer 1936) -- twin-engine medium bomber

 

2x Bristol Pegasus XX 918hp or 2x Bristol Pegasus XIIB 873hp -- 445 km/h

landing speed 120 km/h

span 17.93m; length 12.92m; height 5.08m; wing area 53.5m²

empty 4280kg; loaded 8560kg

Data: Andersson, 307

 

-- "When Poland was attacked by Germany in 1939 the P.Z.L. P.37 twin-engine medium bomber was the most modern aircraft on the inventory of the Polish Air Force. The first prototype was flown in the summer of 1936 and deliveries began in the spring of 1938.  In [09/1939] two P.37 bombers landed by mistake on the Soviet side of the border and were captured. A special NII VVS team was sent to examine the aircraft, which were later flown to Moscow, reportedly by P M Stefanovsky and M A Nyukhitov, and were thoroughly evaluated. A total of at least 3 P.37s (including s/n 72.125) were captured by the VVS." (Andersson, 307)

 

Edited by J311yfish, 26 May 2018 - 01:35 PM.

[J311yfish]

Tier IV

 

P.Z.L. P.50 Jastrzab (Hawk) (02/1939) --  Wsiewolod Jakimiuk -- 30 under construction as of 09/1939

 

P.50/I -- III  Bristol Mercury VIII 840hp -- 4x7.92mm Wz 36 (W) -- FF 02/1939

Jastrzab A -- III  Bristol Mercury VIII 840hp -- 500km/h @ 4300m -- 30 under construction as of 09/1939

Jastrzab A pre-series -- III Gnome-Rhone 14Kirs 870hp -- for Jastrzab B development 

Jastrzab B -- almost ready for flight test as of 09/1939

 

P.50/II -- V  Bristol Hercules 1375hp --  4x7.92mm Wz 36 (W) + 2x20mm + pilot armor

Jastrzab II -- V  P.Z.L. Waran 1200hp

 

-- "Intended as a successor in Lotnictwo Wojskowe service to the P.11, the P.50 Jastrzab (Hawk) was designed under the leadership of Wsiewolod Jakimiuk. The 1st of 2 prototypes, the P.50/I, was flown [02/1939] with [Bristol Mercury VIII 840hp] 9-cylinder radial. Of all-metal stressed-skin monocoque construction, the P.50 was armed with [4x7.92mm Wz 36 (W)]. The Mercury-engined model was referred to as the Jastrzab A, an initial batch of 30 of this version being under construction at the time of the German invasion [09/1939]. The 2nd prototype, the P.50/II, was intended to serve as a development aircraft for the more advanced Jastrzab II.  This featured a revised rear fuselage, armament augmented by [2x20mm] and pilot armor, the engine being a [Bristol Hercules 1375hp] to be replaced in the series model by the [P.Z.L. Waran 1200hp] radial. The P.50/II was still awaiting its power plant at the time of the German assault.  The first pre-series Jastrzab A was to be fitted with [Gnome-Rhone 14Kirs 870hp] as a development aircraft for the Jastrzab B, and this was almost ready for flight test in [09/1939]. The following data relate to the Mercury VIII-powered Jastrzab A: Max speed 500km/h @ 4300m; range 750km; empty 1700kg; loaded 2500kg; span 9.70m; length 7.70m; height 2.70m;  wing area 19.40m²." (Green, 488)

 

 

P.Z.L. P.38 Wilk (Wolf) (05/1938) -- twin-engine attack fighter, escort, interceptor -- Franciszek Misztal -- ~3 built

 

P.38/1 -- 2x PZL Foka (Seal) 8-cylinder inverted-vee air-cooled -- 2x20mm Wz 38 (N) + 2x7.92 Wz 36 + 2x7.92mm flex

P.38/1 -- 2x PZL Foka II 620hp -- (FF 01/1939) -- Max speed 465 km/h @ 4000m

P.38/II -- 2x Ranger SVG-770B 450hp 12-cylinder* -- (FF 05/1938)

Data: Green, 487-488

 

-- "Conceived as a multi-role fighter and designed by a team led by Franciszek Misztal, the Wilk (Wolf) was intended primarily as an attack fighter with secondary escort and intercept tasks. Of all-metal construction, the Wilk was projected with the indigenous P.Z.L. Foka (Seal) 8-cylinder inverted-vee air-cooled engine, the proposed armament consisting of [2x20mm Wz 38 (N) + 2x7.92 Wz 36 (N) + 2x7.92mm flex]. Difficulties in development of the Foka engine led to the 2nd prototype, the P.38/II, being fitted with [2xRanger SVG-770B 450hp] 12-cylinder engines. This aircraft flew in [05/1938], the 1st prototype with [Foka II 620hp] not flying until [01/1939]. In the meantime, a more refined development of the basic design, the P.48 Lampart (Leopard) powered by [V  Gnome-Rhone 14M 700hp Mars] radials, had succeeded the Wilk in future planning, but prototypes had yet to be completed at the time of the German invasion of Poland. The following data relate to the Foka II-powered Wilk prototype: Max speed 465 km/h @ 4000m; range 1250km; empty 1715kg; loaded 2770kg; span 11.05m; length 8.35m; height 2.50m; wing area 19.00m²." (Green, 487-488)

 

*Note: a version of the Ranger V-770 engine is in-game for Bell XP-77 (tier V)

 

 

Edited by J311yfish, 17 May 2018 - 02:24 PM.

[J311yfish]

Tier V

 

P.Z.L. P.56 Kania (Kitty Hawk) -- Wsiewolod Jakimiuk -- (incomplete project)

 

Hispano-Suiza 12Z

 

 

P.48 Lampart (Leopard) -- twin-engine attack fighter, escort, interceptor -- project incomplete as of 09/1939

 

V  2xGnome-Rhone 14M 700hp Mars

 

-- Development from P.Z.L. P.38 Wilk

 

Note: Gnome-Rhone 14M is in-game for Henschel Hs 129B (tier V)

 

 

 

Edited by J311yfish, 16 May 2018 - 01:43 PM.

[J311yfish]

Tier VI

 

P.Z.L. P.62 (?) -- Jerzy Dabrowski -- (incomplete project)

 

FF/Production	Aircraft/Variant	Engine	Speed	Armament	Bombs
2 prototypes ordered	P.62 (?)	Hispano-Suiza 12Z 1400-1600hp	660 km/h est.	1x20mm (E) and 8x7.7mm (W)	up to 500kg

 

Notes:

-- "Towards the end of 1938, with the growing criticism of Rayski's equipment policy which proclaimed unreserved faith in the concept of a radial-powered interceptor fighter, Rayski's opponents began to investigate the range of Hispano-Suiza liquid-cooled engines, and the firm's newest 1400-1600 hp 12Z emerged as potentially the most suitable fighter powerplant.  In [03/1939], Gen Rayski was relieved of his duties at his own request and the new C-in-C Lotnictwo Wojskowe demanded immediate development of a single-seat fighter based upon the use of this engine.  Jakimiuk was then already reworking the P.50 Jastrzab to incorporate the Hispano-Suiza 12Z, the designation of P.56 Kania being allocated to the project, and Jerzy Dabrowski decided to submit competitive proposals to the requirement." (Cynk, 265)

-- "... detailed design was completed in the summer of 1939.  The graceful lines of the [previously-designed lightplane] inspired the shape of the new fighter.  Taking the model of his tourer as a basis, Dabrowski conceived a design which ... was aerodynamically very similar to it, certain additional refinements resulting in an unusually clean machine with a fully retractable tailwheel, with maximum speed, guaranteed in the tender, of 660 km/h (410 mph)." (Cynk, 266)

-- "The Aviation Command favored Dabrowski's project in preference to the P.56 Kania, and in view of the critical international situation urged P.Z.L. to push the development of the new interceptor with all possible haste.  Wind-tunnel tests with a scale-model of the fighter were completed in the early summer of 1939, and in the last weeks of peace a wooden full-scale mock-up was approved and a contract signed for two flying prototypes and a structural-test airframe, preliminary construction work starting [08/1939].  There is reason to believe that the designation [P.62] was applied to the fighter, although reliable information is lacking and Dabrowski himself has not been able to confirm this." (Cynk, 266)

-- "... all-metal stressed-skin cantilever low-wing monoplane embodying the latest aerodynamic and structural techniques, was not inordinately outstanding in overall concept, but certain advanced individual features made it the most modern Polish fighter of the era.  The design employed a laminar-flow wing with a 15% thickness/chord ratio, revolutionary integral fuel tankage, a semi-retractable radiator bath incorporating an automatic control system with manual overdrive and a built-in thrust augmentation system, substantial armor protection for the pilot, and very heavy armament comprising one hub-mounted 20mm Hispano-Suiza cannon (later to be replaced by an indigenous 20mm model) and eight 7.7mm KM Wz 36 machine-guns.  Dabrowski proposed to mount all the guns in the wings outside the airscrew disc, so as to remove all the limitations arising from the use of synchronizing gear.  However, with this arrangement the outermost guns with their standard fittings could not be accommodated within the wing envelope.  the designer therefore suggested modifications to the outer guns' magazines and feeding system which would resolve the need for drag-producing fairings.  The Aviation Command opposed this solution on serviceability and maintenance grounds and favored mounting the two guns in the fuselage sides.  The issue was still under discussion when war broke out." (Cynk, 266)

-- "...negotiations concerning the purchase of a license for the Hispano-Suiza 12Z were making good progress, and five early pattern engines of this type were promised for delivery from France by the end of 1939, and according to reliable reports at least one of these was already in Poland before [09/01/1939].  Two engines from this batch were to be installed in the P.62(?) prototypes, and the first machine was expected to begin flight trials in the summer of 1940." (Cynk, 267)

-- Dabrowski continued development of the project in Great Britain so that it could be produced in Poland immediately upon liberation, but that (obviously) didn't happen in a timely manner. (Cynk, 267)

-- Dabrowski later joined Folland and helped develop the Folland Gnat. (Cynk, 268)

-- Dabrowski later joined Cessna, Stanley Aviation Corporation, and then Boeing 1959-1967. (Cynk, 268)

 

 

 

 

Edited by J311yfish, 16 May 2018 - 01:48 PM.

[J311yfish]

Ph

[J311yfish]

Ph

[J311yfish]

Ph

[J311yfish]

Tier X

 

LIM-2 (licensed MiG-15bis) -- (09/1954+)

 

Lim-1

-- "... MiG-15 produced in WSK plant at Mielec.  The first aircraft was flown on [07/17/1952], powered by license-built RD-45F engine designated Lis-1.  Production continued until the end of [08/1954], 227 examples were delivered." (Gordon, 2)

Lim-2

-- "... MiG-15bis, this version replacing Lim-1's at the assembly line from [09/1954], its VK-1A was designated Lis-2.  Lim-2's were equipped with OSP-48, SRU-O (later changed to SRO-2 Khrom) and other items.  Production continued until 1956 and approximately 500 examples were built." (Gordon, 2-3)

 

 

Edited by J311yfish, 08 November 2015 - 03:00 PM.

[theponja]

Nice to see you back to this kind of thread looking forward how look this one. 

I hope we can see new lines soon. Do you have the links to your old posts? I remember you did a great job with the Japanese ones.

[broslicer]

theponja, on 06 November 2015 - 06:17 PM, said:

Nice to see you back to this kind of thread looking forward how look this one. 

I hope we can see new lines soon. Do you have the links to your old posts? I remember you did a great job with the Japanese ones.

 

his sig.

[Dave12w]

Did the poles even have an all metal monoplane

at the start of ww2, their tier 6 may have to be 

a bi plane

[J311yfish]

1st update -- cursory overview

 

At first glance, the Polish tech tree has difficulty making it beyond tier V.

-- P.24H (1939) planned to use 1050hp engine to achieve 460 km/h est.

-- P.50/I (02/1939) was to be stressed for radials up to 1200hp

 

However, if this is information is accurate ...

-- P.50/II (projected) was to be stressed for radials up to 1600hp and possibly go by a new designation as P.53.

-- P.55 (projected) -- design by Dabrowski to use Hispano-Suiza 12Y and 12Z 1400-1600hp engines (a.k.a. "P.62" in error).

-- P.56 (projected) -- design by Jakimiuk to use Hispano-Suiza 12Y and 12Z 1400-1600hp engines.

-- reliance on a variety of engine sources (Bristol under license, Gnome-Rhone, Gnome-Rhone under license by IAR, Hispano Suiza, etc.)

 

... and given that the SNCAC NC.1070 recently added to the game is Tier VIII, with Gnome-Rhone 14R-24/25 1600hp engines of the same tier, then it may be possible, if sufficient information exists, to exaggerate development all the way to Tier VIII.

 

Consideration for follow-on development from P.24, outside of Poland, gives the IAR 80 from Romania (Tier IV).  Development there stops unless permitted to use the BMW 801 (Tier VI/VII/VIII) as used in Fw 190, which the Germans did not allow.  Junkers Jumo 211Da 1220hp (Tier VI) was trialed once but abandoned.

 

As for jets, some investigation is still needed but here are some angles.

-- Jakimiuk helped with DH.112 Venom in England (1948), and SE.5000 Baroudeur light fighter in France.

-- Dabrowski helped with Folland Gnat light fighter in England.  Ultimately used in Finland and India.

-- Soviet influence ultimately leads to MiG-15 and MiG-15bis produced under license as Lim-1 and Lim-2.

 

As for how they might play in comparison to existing aircraft, it is too early to make that kind of estimation, but this much is clear:

-- light fighters with emphasis on maneuverability, less emphasis on speed.

 

Future updates involve greater detail across the board.

-- accountability for engines and armament

-- heavy fighters / attack aircraft

-- Aircraft ordered in 1939 (Spitfire I, Hurricane I, MS.406)

-- Polish pilots in exile (Hurricanes, Caudron C.714, Yaks, others)

Edited by J311yfish, 09 November 2015 - 12:43 PM.

[Dave12w]

Nice work, look forward to seeing it completed

[J311yfish]

Polish tech tree proposals via Google.

 

 

 

 

 

and related threads:

 

http://forum.worldof...81-polish-tree/

http://forum.worldof...to-planes-tree/

http://forum.worldof...h-japanese-etc/

http://forum.worldof...91-do-you-want/

http://forum.worldof...tree-of-europe/

http://forum.worldof...lish-tech-tree/

http://forum.worldof...ne-for-mission/

 

http://forum.worldof...h-tech-tree-v2/

http://forum.worldof...d-of-warplanes/

 

Edited by J311yfish, 16 November 2015 - 12:20 AM.

[J311yfish]

Polish tech tree proposal by Blockhaj

https://ritastatusre...-poland-part-1/

[armydoc83]

So what would the general national feel for the Polish line be? Americans are bosomy and zoomy, German gas are more suited to hunting soviet gas than ground targets, Japanese are turn and burn with paper Hp. What would the niche be for the Polish to not make them a carbon copy of another country/line?

[J311yfish]

armydoc83, on 23 August 2017 - 03:54 PM, said:

So what would the general national feel for the Polish line be?

 

What would the niche be for the Polish to not make them a carbon copy of another country/line?

 

I am not a developer but I will attempt to answer your question.  A line of Polish fighter aircraft, as presented above, would probably resemble the French.  Emphasis on low weight and high maneuverability.  If you can imagine the Type 91 in-game (which was developed with the assistance of Dewoitine engineers, reminiscent of the NiD 62) extrapolated to tier II and III, and then extrapolation perhaps of the Caudron C.714 (also flown by Polish pilots) -- that would seem reasonable to me.

 

As for the other unbuilt projects (paper and/or vapor), such as those at later tiers, I cannot vouch for those and will make no estimation.  It has been my goal to rely on primary sources only -- those that have been authenticated and published -- rather than unsubstantiated websites (Wikipedia included).

 

As noted earlier above, several aircraft designers absconded from Poland to England, France, or Canada to continue their trade (contributing work for De Havilland Vampire, Sea Venom, Sea Vixen; Westland Welkin; Folland Gnat; SNCASE SE.5000 Baroudeur).  It may be that a Polish line, if ever implemented, would not continue to Tier X, but may instead end before Soviet influence (so-called copy/paste), but that is for a developer to decide.

 

It has been stated in the past (dev blogs, etc.) that the decision to introduce new lines is based in part on the diversity that those new aircraft would bring to gameplay.  That is a fair way to proceed in the beginning, but eventually there will be limits in the variability of aircraft that can be included.  At or around the time that saturation point is reached -- perhaps then a shift to inclusion of aircraft for historical purposes (Polish, French, Italian), such as for events, may occur, but I speculate.