In early 1972 design was initiated for a new agricultural aircraft to replaceme the Z-37 Cmelak. Of braced low-wing monoplane configuration with fixed tailwheel landing gear, a T-tail, and enclosed accommodation for the pilot. First flown in P.Z.L. 106 prototype form on 17 April 1973, then powered by a 298kW Avco Lycoming IO-720 engine, it was followed by five more prototypes, one of which was similarly powered, but four each had a P.Z.L. 3S radial that was the chosen powerplant for production aircraft, the first version being the P.Z.L. 106A Kruk (raven) of which series construction began in 1976. Generally similar to the prototypes, it differed primarily by adopting a conventional tail unit and a larger-capacity chemical hopper, features adopted as standard on all production aircraft.
Subsequent P.Z.L. 106A variants have included the P.Z.L. 106AR which introduced a geared P.Z.L. 3SR engine and a larger-diameter propeller; the P.Z.L. 106AS prototype with a 746kW P.Z.L-built Shvetsov ASz-62IR radial engine and, following satisfactory tests, 60 P.Z.L. 106A aircraft operated overseas by Pezetel were converted to this powerplant; and the initial version of the Turbo-Kruk, the P.Z.L. 106AT, which, powered by a 567kW Pratt & Whitney of Canada PT6A-34AG turboprop engine, flew for the first time on 22 June 1981.
PZL-106
The prototype of an improved version of the P.Z.L. 106A was flown on 15 May 1981. Designated P.Z.L. 106B, this introduced a redesigned wing of increased span and area, and the 106B, 106BR and 106BS production variants superseded the corresponding A-series aircraft during 1982. These were followed by the P.Z.L. 106BT Turbo-Kruk which first flew on 18 September 1985. Powered by a 538kW Czech-built Motorlet M601D turboprop engine, improvements included increased sweep back on the wing, a taller fin and improved chemical payload. Production of all versions of the Kruk had totalled some 250 aircraft by 1990, including 54 exported to East Germany, and 60 plus Kruks used by the Pezetel agricultural air service organisation operating in Egypt. By 1992, however, production was reported to be at a standstill.
Interflug ordered 53 PZL-106A of which c/n 48040 was converted to a dual-control trainer. After the end of the DDR and elimination of Interflug all Kruks were put out of service.
(D-FOCA) PZL-Okecie 106 A Kruk 07810140 marked DDR-TCA
PZL 106 Kruk Engine: 584 hp Length: 29.856 ft / 9.1 m Height: 10.892 ft / 3.32 m Wingspan: 48.556 ft / 14.8 m Max. speed: 76 kts / 140 kph Service ceiling: 15092 ft / 4600 m Crew: 1
PZL 106B Engine: 1 x PZL 3S radial, 441kW / 600 hp Max take-off weight: 3000 kg / 6614 lb Loaded weight: 1670 kg / 3682 lb Max. speed: 137 km/h / 85 mph Ceiling: 4600 m / 15100 ft Range: 1100 km / 684 miles
PZL 106 BT Turbo Kruk Engine: M 601 D, 537 shp Length: 33.465 ft / 10.2 m Height: 12.467 ft / 3.8 m Wingspan: 49.213 ft / 15.0 m Wing area: 341.219 sq.ft / 31.7 sq.m Max take off weight: 7717.5 lb / 3500.0 kg Weight empty: 3704.4 lb / 1680.0 kg Max. weight carried: 4013.1 lb / 1820.0 kg Max. speed: 135 kt / 250 km/h Landing speed: 49 kt / 90 km/h Cruising speed: 92 kt / 170 km/h Initial climb rate: 1181.1 ft/min / 6.0 m/s Wing loading: 22.55 lb/sq.ft / 110.0 kg/sq.m Range: 486 nm / 900 km Crew: 1
Engine: M 14 P, 261 hp Length: 28.215 ft / 8.6 m Height: 9.186 ft / 2.8 m Wingspan: 41.667 ft / 12.7 m Wing area: 181.912 sq.ft / 16.9 sq.m Max take off weight: 3682.4 lb / 1670.0 kg Weight empty: 2105.8 lb / 955.0 kg Max. weight carried: 1576.6 lb / 715.0 kg Max. speed: 135 kts / 250 km/h Landing speed: 51 kts / 95 km/h Cruising speed: 127 kts / 235 km/h Initial climb rate: 1043.31 ft/min / 5.30 m/s Service ceiling: 18045 ft / 5500 m Wing loading: 20.3 lb/sq.ft / 99.0 kg/sq.m Range: 540 nm / 1000 km Crew: 1+5
Designed as a successor to the Polish-built Yak-12 and the P.Z.L. 101 developed from it, the original P.Z.L. 104 Wilga 1 (Thrush) prototype, powered by a 134kW Narkiewicz WN-6 flat-six engine, was flown for the first time on 24 April 1962.
A cantilever high-wing monoplane with fixed tailwheel landing gear and an enclosed cabin, it was followed by prototypes of the Wilga 2P and Wilga CP, powered by the 138kW Narkiewicz WN-6RB2 and 168kW Continental O-470-13A or O-470-L flat-six engines respectively. Intended as a general-purpose aircraft, the P.Z.L. 104 was offered initially in versions equipped for use as a four-seat passenger-carrying or liaison aircraft; for club flying, glider towing or parachuting; for agricultural use with a 500-litre hopper for dust or liquid application; and as an air ambulance carrying pilot, doctor, two stretcher patients and medical equipment.
Following construction of a number of prototypes, the type entered production initially as the Wilga 3A club aircraft and the Wilga 3S air ambulance. In 1967 the design was revised to give better cabin accommodation and with improved landing gear, production beginning in 1968 of the Wilga 35 which, powered by a 194kW Ivchenko AI-14R engine, had flown for the first time on 28 July 1967, and of the Wilga 32 with a 172kW Continental O-470-K flown on 12 September 1967. This last version was built under licence in Indonesia as the Lipnur Gelatik 32 (rice bird) with a Continental O-470-R engine of similar output. The Wilga 35 first flew on 28 July 1967.
The later versions have automatic wing leading edge slats, an all moving tailplane and a detachable under-¬fuselage cargo container.
PZL-104-3P
The Wilga’s design incorporates an air powered starting system for one. It looks complex, but it has one advantage in that batteries are almost worthless in extreme cold. The landing gear incorporates a short trailing beam at the end of each main gear strut so that its wheels recoil up and rearward, enhancing its ability to handle rough, off airport landings. Engine cooling is designed to cope with wide air temperature extremes, long climbs and rapid descents. The cowl shutters, manually operated by a knob in the cockpit open fully to cool the 620 cubic inch radial on a climb, then close tightly so the airplane can perform its patented 4,000fpm descents without warping the cylinder heads. The airplane is not only adapted very nicely to hauling sailplanes aloft but also to winter operations without fancy cold weather kits. The engine will run on anything from 70 octane fuel up. A gear driven supercharger provides a constant boost of about three inches, and it has a two blade constant speed prop.
The wing is strutless, fully cantilevered; the ailerons droop with full flaps for landing, and there’s a fixed, full span leading edge slot. The tailcone carries its structural members outside the skin, giving the impression of widely spaced corrugations; Four low bucket seats occupy the cabin, with an aft cargo compartment under glass. It has dual flight controls except for trim, and both rudder pedals carry toe brakes. The throttle and prop controls are designed to be operated with one hand; their rates are nicely matched so that for a go around, you grab both handles and push.
The Wilga demonstrates excellent STOL performance, accelerating crisply and lifting off at a radical climb angle. At sea level, the airplane is said to produce a climb of 1,240 feet per minute at its gross weight of 2,711 pounds, which is lighter than a Cessna 180 but with more horsepower to heft it. This airplane’s empty weight is 1,874 pounds, and it carries 252 pounds of fuel; its payload, after allowing for oil and incidentals, is probably around 550 pounds. The Wilga is slow, producing only 104 knots at maximum cruise on about 15 gallons per hour.
Wilga 35
Developments of the Wilga 35 have included the Wilga 35A intended for aero-club use; the Wilga 35H floatplane fitted with Airtech (Canada) LAP-3000 floats; the multi-purpose Wilga 35M fitted with a 260kW M-14P radial engine, flown in prototype form in 1990; the Wilga 35P tourer or air-taxi version; and the Wilga 35R agricultural variant. A version generally similar to the Wilga 35, but meeting US FAR Part 23 requirements, is designated the Wilga 80. The first of these flew on 30 May 1979, and is available in three versions, the 80A, for aero-club use, the 80H floatplane, and as the 80R for agricultural use. A more radical redesign, originally identified as the Wilga 88, has become the P.Z.L. 105 Flamingo. The Wilga 35 and 80 remain in production in 1993, by which time P.Z.L. had sold around 900 variants to countries around the world.
Certification of the PZL-104 Wilga 35A is under European Aviation Safety Agency EASA A.061.
Some 800 PZL 104 have been manufactured, but was no longer in production in 1991.
Wilga 2 Engine: 185 hp Narkiewicz WN-6RB2 Wingspan: 36 ft 5 in Length: 26 ft 3 in Height: 8 ft 10 in Wing area: 166.84 sq.ft Empty weight: 1543 lb Loaded weight: 2535 lb Max speed: 124 mph Cruise: 106 mph ROC: 886 fpm Service ceiling: 13,125 ft Normal range: 4235 mi Max range: 625 mi
Wilga 2P Seats: 4
Wilga 2R Agricultural version
Wilga C Export version prototype
Wilga 3P Initial production Seats: 4
Wilga CP / Gelatik As 3P, with engine change
Wilga 3A Parachuting, glider towing
Wilga CA As 3A, with engine change
Wilga 3C As CP, new tailplane, tailwheel and forward inclined gear legs
Wilga 3D Dual control version of 3P
Wilga CD As 3D with engine change
Wilga 3R Ag version of 3P
Wilga CR As 3R with engine change
Wilga 3S Ambulance version of 3P
Wilga CS As 3s with engine change
Wilga 32 / Gelatik 32 1967 improved version
Wilga 32A Aeroclub version
Wilga 32P Passenger version
Wilga 32S Ambulance version
Wilga 35 As 32 Engine: Ivchenko AL-14R, 260 hp Wingspan: 36 ft 5 in / 11.13 m Length: 25 ft 6.75 in / 8.10 m Empty weight equip: 1874 lb / 850 kg MTOW: 2755 lb / 1250 kg Max cruise: 104 kt / 120 mph / 193 kph ROC SL: 1245 fpm / 380 m/min Service ceiling: 15,025 ft / 4580 m Range max fuel, 30min res: 366 nm / 422 mi / 680 km Seats: 4 Glider tow weight: 1433 lb / 650 kg Multi-glider max combined tow weight: 2480 lb // 1125 kg Cabin length: 7 ft 2.5 in / 2.20 m Cabin width: 3 ft 10 in / 1.20 m Cabin height: 4 ft 11 in / 1.50 m
Wilga 35 Engine: 260 hp PZL built Ivchenko IA 14RA radial Prop: 8 ft 8 in (2,65 m) dia two blade wood Wing span: 36 ft 4.75 in (11.14 m) Length: 26 ft 6.75 in (8.10m) Wing area: 166.8 sq.ft. (15.50 sq.m) Gross weight: 2,711 lb (1,230 kg) Max cruising speed: 120 mph (193 km/h) Max range: 410 miles (660 km) Seats: 4
Wilga 35A Engine: 1 x Ivchenko AI-14RA radial, 194kW / 256 hp Max take-off weight: 1300 kg / 2866 lb Loaded weight: 900 kg / 1984 lb Weight empty: 1830.2 lb / 830.0 kg Wingspan: 11.12 m / 37 ft 6 in Length: 8.1 m / 27 ft 7 in Height: 2.96 m / 10 ft 9 in Wing area: 15.5 sq.m / 166.84 sq ft Max. speed: 195 km/h / 121 mph Cruising speed: 104 kts / 193 km/h Ceiling: 4040 m / 13250 ft Range: 670 km / 416 miles Crew: 1 Payload: 3 Pax
On 23 May 1958 P.Z.L. flew the prototype of a two-seat semi-aerobatic light monoplane to which it allocated the designation P.Z.L. 102, later giving it the name Kos (Blackbird). Of all-metal construction, except for fabric-covered tail control surfaces, this had fixed tailwheel landing gear, seated two side-by-side in an enclosed cockpit and, as first flown, was powered by a 48kW (65-hp) Nar-kiewicz WN-1 flat-four engine. Further prototypes preceded the production P.Z.L. 102B flown first in October 1959, which was powered by a Continental C90-12F engine, and the type was built in moderate numbers before production ended in 1964.
PZL 102B Engine: 1 x Continental C90-12F, 71kW Wingspan: 8.5 m / 28 ft 11 in Length: 6.95 m / 23 ft 10 in Height: 1.9 m / 6 ft 3 in Wing area: 11.0 sq.m / 118.40 sq ft Max take-off weight: 655 kg / 1444 lb Empty weight: 418 kg / 922 lb Max. speed: 190 km/h / 118 mph Ceiling: 4600 m / 15100 ft Range: 640 km / 398 miles
The PZL 101 was developed from the Yak-12M, which was licence-produced in Poland. The first prototype flew on 15 April 1958. Series production started in 1960.
Three basic versions were built; agricultural, ambulance and utility, with equipment according to role. Initially manufactured in two versions, the PZL 101G2 could accommodate four people.
Late production aircraft have laminar-flow wingtips instead of the original type fitted with endplates.
By 1968 a total of 325 Gawrons were built including 143 for export.
Production ceased in 1973 after more than 330 had been built.
PZL-Okecie PZL-101A Gawron
Engine: 1 x Ivchenko AI-14R radial, 260hp Wingspan endplate tips: 12.68 m / 41 ft 7.5 in Wingspan laminar tips: 13.03 m / 42 ft 9 in Length: 9.0 m / 30 ft 6 in Height: 3.12 m / 10 ft 3 in Max take-off weight: 1660 kg / 3660 lb Empty weight ag: 1025 kg / 2260 lb Empty weight ambulance: 1068 kg / 2354 ln Max. speed: 180 km/h / 112 mph Cruise speed ag: 130 km/h / 81 mph / 70 kt ROC ag: 162 m/min / 530 fpm Service ceiling ag: 3280 m / 11,100 ft Range int/fuel ag: 660 km / 410 miles / 356 nm Range ext/fuel ag: 1140 km / 708 miles / 614 nm Cabin volume: 2.55 cu.m / 90 cu.ft Capacity: 4 seats / 500 kg / 1100 lb / 175 Imp.G / 800 lt / 660 lb / 300 kg
A 1986 single-piston-engined, retractable-gear design intended for military pilot selection and civilian pilot training, the M-2600 prototype flew on July 18, 1986, powered by a 153kW engine. Some assemblies from the M-20 Mewa (licence-built Piper Seneca) were used in the Iskierka’s wing, tail unit, landing gear, and electrical systems.
PZL Mielec M 26 Iskierka Engine: Lycoming AEIO 540 L1B, 221 hp Length: 27.231 ft / 8.3 m Height: 9.843 ft / 3.0 m Wingspan: 28.215 ft / 8.6 m Wing area: 150.696 sq.ft / 14.0 sq.m Max take off weight: 3087.0 lb / 1400.0 kg Weight empty: 2072.7 lb / 940.0 kg Max. weight carried: 1014.3 lb / 460.0 kg Max. speed: 184 kts / 340 km/h Landing speed: 59 kts / 110 km/h Cruising speed: 167 kts / 310 km/h Initial climb rate: 1574.8 ft/min / 8.00 m/s Wing loading: 20.50 lb/sq.ft / 100.0 kg/sq.m Range: 875 nm / 1620 km Crew: 2
French production of the Rallye series stopped in the 1970s and PZL took it over, along with all production licences. Derived from the SOCATA MS884 Rallye, PZL did development of its own, with a softer trailing-arm undercarriage, some geometric changes on the flaps and more work on those distinctive leading edge slats, which now move in and out more gently and tend to stay there. Engineering changes also include better alloys and corrosion treatment. PZL made 500 or so Franklin-powered Koliber Is, then set about certifying the Koliber II under FAR Part 23 amendment 29. A four place, all metal factory built nose wheel aircraft.
Certification of the Koliber 150 is under European Aviation Safety Agency EASA A.091, and the PZL-Koliber 150A under FAA A69EU.
Produced jet fighters up to 1951, when defense cuts were made; then turned to Mi-1/SM-1 helicopter production and a helicopter design office was formed. Initially, Polish aircraft, license-built or native, were produced under name of PZL: Polskie Zaklady Lotnicze. In 1957 WSK renamed WSK im Zygmunta Puiawskiego. Production of SM-1 ended late 1960s and Mi-2 production began in 1965/
Under political reorganization in 1956, the Polish aircraft industry was revived with production of Soviet aircraft and some indigenous types. In foreign markets most Polish aircraft subsequently appeared under the PZL title, such as the PZL-101 Gawron and PZL-104 Wilga utility aircraft of 1960 and 1962 respectively, the first being a development of the Yak-12. The Gawron was used extensively as an agricultural aircraft, along with the PZL-built An-2 biplane, but later purpose-built dusters and sprayers were built. PZL types are produced under three separate organizations: PZL “Warszawa-Okecie” SA, WSK “PZL-Mielec” SA, and PZL-Swidnik SA. PZL-Swidnik undertakes helicopter production and development. Origins in 1951, manufacturing components for LiM-1 fighters (Polish version of MiG-15). First helicopter production was SM-1 (Mil Mi-1), of which huge numbers were completed, followed by SM-2. Mil Mi-2 was first flown in Soviet Union in September 1961 as twin-turboshaft helicopter, but all production transferred to Poland in 1964, allowing first Polish-built Mi-2 to fly in November 1965; production lasted until 1996, after 5,450 had been built in a large number of variants for civil and military roles. Kania first flown June 1979 as modernized development of Mi-2 using U.S. Allison turboshaft engines and AlliedSignal Bendix/King avionics, but only some 13 built to date. W- 3 Sokol first flown November 1979 as 12-passenger civil/military intermediate multipurpose helicopter with twin turboshafts, of which well over 100 built to date and some exported; many variants, Polish armed forces versions including W-3RM Anakonda for air/sea rescue, and W-3W Sokol and similar W-3WA each with 23 mm cannon and outriggers for missiles, rockets and other weapons; SW- 5 is anticipated development of W-3 using French avionics. S-1W Huzar antiarmor and attack helicopter expected to fly 1999 and be built for the Polish armed forces; based on W-3 design. Four/five-seat SW-4 light utility single-turboshaft helicopter first flew October 1996.
