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Aviation History
1956
1956 - 1622.PDF
780 FLIGHT, 16 November 1956 POLISH AIRCRAFT DEVELOPMENT . . . equipment was fitted. Span 32.8ft, length 25.9ft, gross weight2,185 lb, maximum speed 149 m.p.h., range 310 miles, ceiling 13,780ft.The first Mk 2s were delivered to the aero clubs at the beginning of 1954. A new version, the Junak 3, is at presentin production, deliveries having started towards the end of last year. The "3" is basically a "2" with a nosewheel undercarriageand full radio equipment, and is intended mainly for military training. The total number of these two marks built up to nowapproaches 100. Some are flying with the helmeted engine cowling, and some without it, the latter machines having thecylinders exposed. In the autumn of 1949 the L.W.D. Mis was test-flown. Thiswas a shoulder-wing feeder-liner seating eight passengers with a crew of two, and powered by two 240-h.p. Argus As 10Cengines. The all-wooden wing of trapezoidal, two-spar torsion- box construction was built as an integral structure. Frise-typedouble ailerons were statically and aerodynamically balanced, and flaps were fitted on the remaining length of trailing edge. Thewelded tubular steel fuselage was metal-covered over the forward section and the centre-section had a fabric covering, whilst therear was of wooden, semi-monocoque construction. Full radio equipment was carried. This design, built only in a prototypeversion, had a fixed nosewheel undercarriage, with the main wheels strutted to the fuselage. Span was 58ft lin, length41ft ll|in, gross weight 7,050 lb, maximum speed 162 m.p.h., and range 470 miles. The last aircraft to be designed and built by L.W.D. was ahigh-wing, strut-braced two/three-seat cabin monoplane of composite construction, known as the Zuraw. The first flightwas made on May 6,1951. Designed for liaison and air observa- tion post duties, the Zuraw was intended for operation fromunprepared ground. It had a 160-h.p. M-11RF engine, but proved to be underpowered. The wooden two-spar wing, fold-ing for storage purposes, was of NACA 23012 section with full-span slats, slotted ailerons and large manually operated flapswith 40 deg deflection, enabling a landing to be made from the stall. The fabric-covered fuselage of welded steel-tube framesand wooden longerons ended in a wooden, strut-braced tail unit covered with plywood and fabric. A very strong undercarriage,with oleo-pneumatic shock absorbers, had been fitted. The span was 28ft 4^in, length 27ft lfin, gross weight 2,550 lb, maximumspeed 110 m.p.h., range 600 miles, and ceiling 8,200ft. Two more projects had to be abandoned when the L.W.D.was dissolved. These were the Goniec basic trainer, with an estimated maximum speed of 190 m.p.h., and the Bies aerobatictrainer. L.W.D. was also responsible for the overhaul of several Piper aircraft, and for converting some of them into airambulances. C.S.S. This concern was established in 1946 under the direc-tion of a well-known pre-war P.Z.L. designer, Professor F. Misztal (chief designer). The object of C.S.S. was to constructthree basic types of aircraft, namely, primary trainers, aerobatic trainers and light commercial machines. The first aircraft, designated C.S.S.10a, was flown on Septem-ber 3, 1947. This was a two-seat open-cockpit low-wing cantilever monoplane of mixed construction, with a fixed tail-wheel undercarriage, and powered by a Walter Mikron III engine of 105 h.p. Only the prototype was completed.Following this came the C.S.S.ll aerobatic trainer, which first flew in October 1948. Though of similar construction andappearance to the 10a, its wing was of a different plan-form and the powerplant was the 160-h.p. Walter Minor 6-III. Onlytwo examples were built. In 1948 work began on the C.S.S.12, a low-wing feeder-liner,and the aircraft was flown on November 22, 1950. The power- L.W.D. Zuraw I of the Polish Air Force. plant consisted of two 440-h.p. inverted-vee-12 Argus 411TAs,fitted with single-stage superchargers, and driving two-bladed metal Argus-type automatically controlled feathering propellers.The wings were built in three sections, the centre section being integral with the fuselage; the outboard panels were of changingsection, namely NACA 23009 at the tips and NACA 23018 at the inner end. Two spars completed the all-metal integral box,to which leading and trailing edges of the wing were attached. The skin comprised both corrugated and smooth duraluminsheets, the corrugated areas being covered additionally with fabric, as also were the ailerons, which were of the split typewith differential operation. Full-span, double-slotted, camber- changing flaps between the ailerons and fuselage were supple-mented by a single plain central flap equal in width to the fuse- lage, and designed to smooth out turbulent airflow under thefuselage area when the main flaps were fully extended. The flaps were hydraulically operated, and could be locked auto-matically in any position. De-icing had been provided for the whole of the leading edge, utilizing air heated by the engineexhaust. The fuselage was an all-metal, stressed-skin, semi- monocoque, oval structure of duralumin longerons and frames. The crew compartment had dual controls and the two setsof instruments included blind navigation aids, radio-compass, two-way radio and an autopilot. Two rows of ten forward-facing seats were a typical seating configuration, with the toilet and luggage compartment situated in the rear part of the fuselage,behind the passenger cabin; and 500 lb of freight could be accommodated. The tail unit, of cantilever all-metal construction, includingits covering, had a de-icing system similar to that for the wings. The fabric-covered rudder and elevators were statically andaerodynamically balanced, and fitted with manually adjustable The GIL helicopter, the first to be de- signed in Poland. The prototype C.S.S. 72 light feeder liner.
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