An all metal, low wing, fixed taildragger. The S-21 was designed to be easy to build and fly with good economy. Construction is all metal using pop riveting. Prototype designated S-20, plans built versions the S-21.
Gross Wt. 720 lb
Empty Wt. 456 lb
Wingspan 25’
Length 18’6”
Engine 1500cc Volkswagen.
Vmax 110 mph
Cruise 90 mph
Climb rate 850 fpm
Range 250 miles
The S-20 utilizes all-metal construction but keeps it simple by the extensive use of pop rivets. It features open-cockpit seating for one, low wings and conventional tail-wheel landing gear. The fuselage is of steel-tube truss construction with a light alloy skin. The constant-chord wings are also covered with the same light alloy skin.
First flight was made on March 9, 1972 by N106AB. S-21 was the designation for plan-built aircraft by home-builders.
Engine Volkswagen 1500cc, 53-hp
Wingspan 25 ft 0 in
Length 18 ft 6 in
Gross Wt. 720 lb
Empty Wt. 456 lb
Fuel capacity 10 USG
Top speed 162 mph
Cruise 90 mph.
Stall 38 mph.
Climb rate 850 fpm
Takeoff run 300 ft
Landing roll 300 ft
Range 250 miles
Seats: 1
The 1952 Macchi MB.323 was designed to meet an Italian Air Force specification for a two-seat basic trainer. The first prototype was powered by a 610 hp Pratt & Whitney Wasp, and the second had an Alvis Leonides 502/5 Mk.24.
Engine: 610 hp Pratt & Whitney Wasp
Max speed: 242 mph at 5905 ft
Cruise: 199 mph at 9842 ft
ROC: 1436 fpm
Service ceiling: 21,325 ft
Range: 808 mi
Empty weight: 4409 lb
Loaded weight: 5575 lb
Wingspan: 39 ft 4.5 in
Length: 29 ft 11.5 in
Height: 13 ft 1.5 in
Wing area: 217u sq.ft
The MB.320 is a development of the post-war MB.314. Powered by two Continental E.185 engines of 185 hp driving Piaggio mechanical variable pitch or Aeromatic automatic constant speed propellers.
The cantilever low-wing has a NACA 2300 section and wooden single-spar covered by plywood, fitted with differential slotted ailerons and flaps. The fuselage is built in three sections with a detachable metal e cone and woo centre and rear with plywood skins. The centre section contains the cabin and baggage compartments. The wood tail section has trim tabs in the starboard elevator and rudder. The undercarriage is retractable with the fully swivelling nose wheel retracting backwards into the nacelles.
Sound proofed and air conditioned, the cabin seats six, two pilots side-by-side, and four passengers. A baggage compartment is aft of the rear seats.
Introduced in 1949, the MB.320 was produced in limited numbers.
A manufacturing licence was acquired by Societe Francaise de Constructions Aeronautiques Lignel, which planned manufacture as the VEMA-51. This licence was not taken up.
In addition to various Italian commercial concerns, three were sold to East African Airways.
Engines: 2 x Continental E-185, 185 hp
Wingspan: 42 ft 7 in
Wing area: 226 sq.ft
Length: 28 ft 4 in
Height: 10 ft 6 in
Empty weight: 3670 lb
Loaded weight: 5511 lb
Max speed: 186 mph at SL
Cruise: 156.6 mph
Min speed: 65 mph
ROC: 925 mph
Climb to 6500 ft: 5 min 5 sec
Service ceiling: 24,930 ft
Range: 665 mph
Seats: 6
The Orlikan has a welded spaceframe fuselage with Dacron covered wooden wings.
Engine: Walter M-202, 65 hp
Wing span: 10.42 m
Wing area: 13.55 sq.m
MAUW: 450 kg
Empty weight: 250 kg
Max speed: 160 kph
Cruise speed: 135 kph
Minimum speed: 55 kph
Climb rate: 3.5 m/s
Seats: 2
Fuel consumption: 13.25 lt/hr
Price (1998): 50 000 DM
The RWD-14 Czapla was a Polish observation, close reconnaissance and liaison aircraft, designed in the mid-1930s by the RWD team, and produced in the LWS factory from 1938. The aircraft was designed in response to a Polish Air Force requirement of 1933 for a new army cooperation plane, a successor of the Lublin R-XIII. The RWD team of the DWL workshops (Doświadczalne Warsztaty Lotnicze) initially proposed the RWD-12 project, based on the RWD-8 trainer. It was however considered as not as good as the R-XIII, and another aircraft, the RWD-14 was designed by Stanislaw Rogalski and Jerzy Drzewiecki. Designer Tadeusz Chyliński prepared its technical documentation.
The aircraft was a mixed construction monoplane with a braced parasol high-wing. The fuselage was a metal and wooden frame, covered with canvas. Wooden two-spar wings were covered with canvas and plywood and fitted with slats and the stabilizers were also of wooden construction. The wings folded rearwards. The fixed landing gear was of conventional design with a rear tailwheel. The Crew of two sat in tandem open cockpits, with twin controls and individual windshields. The observer had a 7.7 mm Vickers K machine gun, the pilot had a fixed 7.92 mm wz.33 machine gun with interrupter gear. 9 cylinder air-cooled radial engine PZL G-1620B Mors-II with 430 hp (320 kW) nominal power and 470 hp (350 kW) take-off power and a two-blade wooden propeller. Two fuel tanks with total capacity of 315 litres (265 liter in the fuselage, 50 liter in the central wing). The aircraft could be fitted with a radio and camera.
The first prototype was flown in late 1935. It won the contest over the Lublin R-XXI project and the Podlaska Wytwórnia Samolotów factory project, but factory trials showed that its performance was still not satisfactory. Between 1936 and 1937 two modified prototypes were built, designated RWD-14a, but both crashed during trials due to steering mechanism faults (the pilots survived). Finally, in early 1938 the fourth prototype, designated RWD-14b, was built.
It was ordered by the Polish Air Force, receiving the name Czapla (Heron), but due to the long development process, it was regarded as only an interim model, to replace the R-XIII until the advent of the more modern LWS-3 Mewa. In return for refunding the development costs, DWL gave the rights to produce the RWD-14b to the state factory LWS (Lubelska Wytwórnia Samolotów – Lublin Aircraft Works, a successor of the Plage i Laśkiewicz).
The fourth prototype was tested by the Ilmavoimat evaluation team but the only feature that rated highly was the short take-off (140 m) and landing (120 m) distances which enabled it to operate from fields and meadows.
LWS built a series of 65 RWD-14b Czapla’s by February 28, 1939, out of 125 ordered by the Polish Army, 120, and Polish Navy. The Czaplas entered service in the Polish Air Force in the spring of 1939, equipping a number of observation squadrons (eskadra obserwacyjna). Due to its long development, it was not a modern aircraft, only a little better than the Lublin R-XIII. Its advantage was its short take-off (140 m) and landing (120 m), enabling it to operate from fields and meadows. Its modern successor, the LWS-3 Mewa, did not manage to enter operational units due to the war. In the invasion of Poland in 1939, the Polish Air Force had 35 Czaplas in five observation squadrons (out of 12): No.’s 13, 23, 33, 53 and 63. Each squadron had seven aircraft. Squadrons were distributed among the field Armies.
The remaining 30 Czaplas were in reserve (probably only four supplemented combat units during the campaign). Like the R-XIII, the Czapla was no match for any Luftwaffe fighter, bomber, or even reconnaissance aircraft encountered, being much slower, and armed with only two machine guns. In spite of this, they were actively used for close reconnaissance and liaison tasks. Most RWD-14b’s were destroyed during the campaign. About ten were withdrawn to Romania (there are quoted numbers from 10 to 16) and one probably to Hungary. They were taken over by the Romanian Air Force and used for auxiliary duties. No RWD-14b has survived.
Ten Polish Air Force Czaplas escaped from Poland to Sweden as the Polish resistance to the German and Soviet invasions collapsed. On arrival in Sweden after flying across German-held territory and then a wavetop flight across the Baltic, they were quickly refueled and flew on to Finland, eventually landing at Turku. These aircraft were incorporated into the Ilmavoimat.
RWD-14 Czapla
Crew: two (Pilot and Observer)
Engine: 1 x PZL G-1620B Mors-II air-cooled 9-cylinder radial, 470 hp
Maximum speed: 153 mph
Range: 421 miles
Service ceiling: 16,728 ft
Defensive armament: 1 × fixed, forward-firing 7.92 mm wz.33 machine gun / 1 × flexible, rearward-firing 7.7 mm Vickers K machine gun for observer.
Built in the winter of 1936/37 at the former Plage & Laskiewcz Aircraft Works in Lubin, the LWS-2 was designed as an ambulance in competition with the later successful RWF-13D.
The LWS-2 could carry two plus two stretcher cases.
The LWS-2 never progressed beyond the prototype.
Engine: 220 hp Skoda-Wright Whirlwind
Span: 42 ft 2.5 in
Length: 29 ft 10 in
Height: 9 ft 4 in
AUW: 3700 lb
Load: 1100 lb
Cruise: 115 mph
Range: 320 mi
Max speed: 130 mph
The LWS-3 Mewa (“Seagull”) was a Polish observation and close reconnaissance aircraft, designed in the late-1930s by the LWS factory as the successor to the now-obsolete Lublin R-XIII army cooperation aircraft. The first sketches were drawn up in 1936 by Zbysław Ciołkosz, the chief designer of the LWS factory (Lubelska Wytwórnia Samolotów). It was similar to the earlier light ambulance plane LWS-2, which itself was inspired by the RW-9 STOL aircraft wing design. After Ciołkosz left LWS in 1937, the project, named LWS-3 Mewa, was modified and further developed at the LWS bureau. In the same year, the Polish Air Force ordered three prototypes. The first prototype, the LWS-3/I was flown in November 1937. It revealed some handling deficiencies, but otherwise had good performance. Following tests, the design of the aircraft was improved. In 1938, the second prototype LWS-3/II was flown. It had a crank mechanism to lower the tailfin and rudder in order to increase the angle of rear machine gun fire, but as it proved impractical, the next prototype LWS-3/III which flew in autumn 1938 again had a classic tailfin design. The third prototype, with some further changes, among others to the engine cover and canopy, was the pattern for serial production. The first prototype was exhibited at the 16th International Paris Aviation Salon in November 1938 (as “PZL Mewa”), where it met with considerable interest. The PZL was building the Mewa reconnaissance monoplane by the beginning of Second World War.
The aircraft was a mixed construction (steel and wood) monoplane, conventional in layout, with canvas and plywood covered braced high wings. The wings folded rearwards. Conventional fixed landing gear, with a tailwheel. The crew of two sat in tandem in a glassed-in enclosed cockpit, with large transparent canopy surfaces. The crew had dual controls. Prototypes were armed with two forward-firing 7.92 mm machine guns fixed on the undercarriage covers, but it appeared, that their accuracy was low due to vibration, and (according to J. Cynk) production aircraft were intended to have twin machine guns fitted on the fuselage sides. The observer had a 7.92 mm wz.37 machine gun in a rear station, covered by an opening canopy. The engine was a Gnome-Rhône 14M01 14 cylinder air-cooled radial engine (prototypes) or 14M05 (serial) with 660 hp (490 kW) nominal power and 730 hp (540 kW) maximum power. Three-blade metal propeller (planned) or two-blade wooden propeller (installed on some aircraft). Fuel capacity about 380 liters in wing fuel tanks. The aircraft was fitted with a radio and cameras.
Contrary to its direct predecessor, RWD-14 Czapla, the Mewa was a modern close reconnaissance plane, comparable with leading foreign aircraft of that period, like Henschel Hs 126 or Westland Lysander. Its advantages were quite short take-off and landing, which enabled it to operate from fields. Official tests were satisfactory, and in 1938 the Polish Air Force ordered 200 aircraft of the production variant LWS-3A Mewa (or “Mewa A”). Production started in early 1939, and first aircraft were to be ready in the summer. In August 1939, about 30 aircraft were almost completed (10 ready, but lacking propellers, 7 in painting and 10 in final assembly). At the time the LWS-3B Mewa variant powered with a Fiat R74 860 hp (640 kW) engine was being developed for sale to Bulgaria, as was a floatplane LWS-3H (hydro) variant for Polish naval aviation. None were produced due to the outbreak of war.
None of the aircraft entered service in the Polish Air Force before the outbreak of the World War II on September 1, 1939. The problem was with propellers, which had to be delivered from France. The first two aircraft were ready for delivery on September 2, but one of them was damaged on the factory airfield in Lublin by German bombers. The fate of the other one is not clear. Following that, some of the almost finished aircraft were hidden in Lublin park and in a forest nearby. A couple were modified to use wooden propellers with a fixed pitch. Two such aircraft were evacuated to an airfield near Lwów, and given over to the 26th Observation Escadre on September 12. One of them crashed during a night landing on Medyka airfield near Przemyśl on the same day, the other was burned on September 17, when it could not be evacuated. According to some sources, two other Mewas were assigned to the 23rd Observation Escadre on September 11, but this has not been confirmed. It is not clear whether any of these aircraft were armed. One of the aircraft was also seen during evacuation to Pinsk in mid-September. The rest of the uncompleted aircraft were seized by Germans and scrapped.
The Ilmavoimat / Maavoimat evaluation team performed an extensive series of test flights with the the second Mewa prototype LWS-3/II in early 1938. The aircraft rated comparatively higher and remained in consideration up to the final decision being made. Speed and STOL performance were both excellent and the aircraft itself was rugged and well-constructed.
LWS-3 Mewa
Crew: 2 (Pilot and Observer)
Engine: 1 x Gnome-Rhône 14M05, 492 kW (660 hp)
Prop: two-blade wooden fixed pitch propeller or three-blade metal variable pitch propeller (planned)
Maximum speed: 224mph
Range: 436 miles
Service ceiling: 27,880 ft
Armament: 2× fixed, forward-firing 7.92 mm PWU wz.36 machine guns, 1× rearward-firing 7.92 mm PWU karabin maszynowy obserwatora wz.37
The SZPAK-2 was designed in Lubin, Poland, during the closing stages of the war, and later built by LWD / Lotnicze Warsztaty Doswiadczaine, first flying in November 1945 as SP-AAA. Limited production was undertaken by PZL Mielc.
The SZPAK-3 was an experimental modification with a fixed nose-wheel undercarriage, first flying on 23 December 1946.
The SZPAK-4 was developed from the SZPAK-2 and -3 as the SZPAK-4A two-seat, side-by-side, advanced trainer, and the SZPAK-4T four-seat tourer.
Spzak-2
Engine: 150 hp Siemens Sh 14
Wingspan: 11.3 m / 37 ft 1 in
Length: 8.2 m / 26 ft 10.75 in
Wing area: 18.1 sq.m / 194 sq.ft
Empty weight: 650 kg / 1435 lb
Gross weight: 1200 kg / 2645 lb
Ruise: 150 kph / 93 mph
Range: 650 km / 405 mi
Ceiling: 4500 m / 14.760 ft
Seats: 4
SZPAK-4T
Engine: PZL-built Bramo Sh.14, 160 hp
Wingspan: 37 ft
Wing area: 189,5 sq.ft
Length: 28 ft 2 in
Height: 7 ft 8 in
Empty weight: 1433 lb
Loaded weight: 2645 lb
Max speed: 121 mph
Cruise: 100 mph
ROC: 450 fpm
Range: 435 mi
Seats: 4
Multi purpose aircraft, Poland, 1953
All Aero 