The PZL-44 Wicher (Tempest or Storm) was intended as a replacement for the DC-2 and Lockheed 12A and 14 Super Electra operated by LOT pre-WW2. LOT issued a specification calling for a fourteen-passenger airliner which resulted in the Wicher designed by W.Jakmuk and bult at the PZL-WP.NI works at Okecie, near Warsaw.
The first prototype flew on March 20, 1937 and subsequent flight evaluation was carried out at the I.B.T.L. establishment in Warsaw during the later half of 1938.
Of all-metal construction, the sole prototype, PZL-44, later registered SP-WNR, was powered by two 850 hp Skoda-Wright Cyclones, although for the production models the 1000 hp Wright GR-1820-G2 had been planned. Every modern flying and navigational aid and passenger-comfort device was installed, including de-icing, hydraulic dual controls, Sperry auto-pilot and ‘climatised’ cabin conditions.
When war broke out on 1 September 1939 the evaluation testing ceased after the prototype had logged around 200 hrs, latterly by Polish airline pilots.
P.44 Engines: 2 x Wright Cyclone GR-1820, 735kW Wingspan: 23.8 m / 78 ft 1 in Length: 18.5 m / 60 ft 7 in Height: 4.8 m / 15 ft 8 in Wing area: 75.0 sq.m / 807.29 sq ft Max take-off weight: 9500 kg / 20944 lb Empty weight: 5990 kg / 13206 lb Max. speed: 374 km/h / 232 mph Cruise speed: 316 km/h / 196 mph Ceiling: 6000 m / 19700 ft Range w/max.fuel: 2200 km / 1367 miles Range w/max.payload: 1840 km / 1143 miles Endurance: 5 hr Crew: 2 Passengers: 15
Conceived as a multirole aircraft: reconnaissance, light bomber, dive bomber (with a single 300 kg bomb under the fuselage), and interceptor, 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) eight-cylinder inverted-Vee air-cooled engine, the proposed armament consisting of one 20mm Wz 38 cannon and twin 7.92mm Wz 36 machine guns in the nose, and twin 7.92mm guns on a flexible mounting for the second crew member.
Difficulties in development of the Foka engine led to the first prototype, the P.38/I, being fitted with two 500hp Ranger SGV-770B 12-cylinder engines. Their actual power output was reportedly only 330 hp. This aircraft flew in April 1938, the second prototype, PZL-38/II, with 620hp Foka engines not flying until January 1939. The planned maximum power was 420-450 hp. The actual power output is not precisely known, but believed not to exceed some 360 hp. In the meantime, a more refined development of the basic design, the P.48 Lampart (Leopard) powered by 700hp Gnome-Rhone 14M 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.
Only two prototypes of this Polish fighter-bomber developed in 1937 were built.
P.38/I Engines: two 500hp Ranger SGV-770B Wingspan: 11.05 m / 36 ft 3 in Length: 8.35 m / 27 ft 5 in Height: 2.50 m / 8 ft 2 in Wing area: 20.4 sq.m
P.38/II Engines: two 620hp Foka Wingspan: 11.05 m / 36 ft 3 in Length: 8.35 m / 27 ft 5 in Height: 2.50 m / 8 ft 2 in Wing area: 20.4 sq.m Max take-off weight: 2800 kg Empty weight: 2156 kg Max speed: 400 km/h Range: 1250 km / 777 miles
At the outbreak of World War II the P.Z.L. P.37 Los (Elk) was not only one of the most advanced bombers produced by the Polish aircraft industry to that date, but was also the only aircraft in service with the Polish air force that could be regarded as being of modern design. P.Z.L. had proposed the P.Z.L.3 advanced bomber to meet a Department of Aeronautics requirement for an aircraft in this class, but the financial stringencies of 1930 prevented the P.Z.L.3’s progress beyond the design stage. P.Z.L.’s next proposal was for a bomber version of the P.Z.L.30 civil transport which, having failed to attract a buyer, was converted as a bomber prototype by P.Z.L.; it was later developed and put into production by the L.W.S. company as the L.W.S.4 Zubr.
P.Z.L. then produced the design for a twin-engine bomber of monoplane configuration, gaining a contract for three prototypes in 1935; the first of them, the P.Z.L. P.31/I, was flown initially in late June 1936. Successful testing of this aircraft, which was powered by two 651kW Bristol Pegasus XII radial engines, led to a contract for 30 under the designation P.37A Los A.
Production was completed in 1938, the first 10 having a single fin and rudder, but the last 20 sporting the twin fins and rudders which had been introduced and tested on the P.37/II prototype. This latter prototype had also been used for development testing of engines in the 746kW class by manufacturers that included Fiat, Gnome-Rhone and Renault.
Demonstrated at an exhibition in Belgrade during 1938 and at the Paris Salon in the same year, the P.37A created enormous interest, resulting in export orders for a total of 35 P.37C bombers powered by 723kW Gnome-Rhone 14N.07 engines for Bulgaria (15) and Yugoslavia (20), and 40 P.37D bombers with 783kW Gnome-Rhone 14N.20/21 engines for Romania (30) and Turkey (10). In addition, Turkey ordered components for 15 more aircraft and signed a licence to manufacture. Planned delivery for these export aircraft was from June 1940 and, as a result, none of them was completed.
The delivery of Los A aircraft to the Polish air force began in early 1938, and all of these were equipped subsequently with dual controls for use as conversion trainers. Delivery of the ensuing P.37B Los B (which introduced a revised cockpit canopy, twin-wheel main landing gear units, and Pegasus XX engines) began in late 1938. A total of 150 had been ordered, but policy changes that favoured fighters rather than bombers reduced the number to 100, and only about 70 of these had been delivered by the outbreak of war. Even more disastrous for Poland was the fact that of the Los B aircraft in service only 36 were fully equipped for operational use, though these were supplemented quickly by nine more replacement aircraft. Some 26 of this number were lost in action, and on 17 September 1939 the survivors, plus about 20 other P.37s, were flown to Romania, where they were used subsequently by the Romanian air force.
A developed version of the P.37 had been planned under the designation P.49 Mis (teddy bear), intended to be powered by engines of up to 1193kW. A prototype was under construction, but with the German advance on Warsaw it was destroyed to prevent it from falling into enemy hands.
P-37B Los B Engines: 2 x Bristol Pegasus XX, 690kW Wingspan: 17.95 m / 59 ft 11 in Length: 12.92 m / 42 ft 5 in Height: 5.09 m / 17 ft 8 in Wing area: 53.5 sq.m / 575.87 sq ft Max take-off weight: 8900 kg / 19621 lb Empty weight: 4280 kg / 9436 lb Max. speed: 445 km/h / 277 mph Ceiling: 9145 m / 30000 ft Range w/max.payload: 1500 km / 932 miles Crew: 4 Armament: 3 x 7.7mm machine-guns, 2580kg of bombs
The media talked about a “flying stingray” when Prospective Concepts AG finally unveiled its secretive technology demonstrator in May 1998. Stingray is designed by this Swiss company, with a wing that derives its rigidity from compressed air. Later versions will be filled with helium. The second radical concept developed especially for the Stingray is a pneumatic catapult to be placed in the aicraft’s tail. The concept has been tested on the “Kangarou,” a light airplane with slow flight characteristics similar to the Stingray’s: a cylinder that extends to 5 meters catapults the craft right into the air and accelerates it from standstill to flying speed at 1.5 g.
According to the company, a significantly larger successor to the Stingray is also planned. It will derive 25 percent of its lift from helium in its wing and integrate propulsion and the gondola into the wing. Development of the Stingray was supported by the German pneumatic conglomerate Festo.
Stingray Wingspan: 13 m Length overall: 9.4 m Wing surface: 70 sq.m Volume: 68 cu.m Max. speed: 130 km/h (85 mph)
A new Heinkel company (mid of fifties) began by forming the Flugzeug Union-Süd Group, in collaboration with Messerchmitt AG., to produce 210 Fouga Magister for the new German air force. In cooperation with Potez, it developped from the Magister a new four seat executive, training and liaison aircraft known as the Potez-Heinkel CM-191. Heinkel was entirely responsible of the production.
The prototype of the four-seat Potez-Heinkel CM191 was flown for the first time at Toulouse on 19 March 1962. Jacques Grangette, Potez’s chief pilot was at the controls, with P.Caneill. The CM 191 first flight lasted forty minutes and a second flight of one hour and ten minutes duration was made on the same day.
Two prototypes were built. They were for many years as experimental aircraft to test various equipment or as liaison aircraft
Potez – Heinkel CM191 # 1 received a double registration from the beginning as D- 9504 and D- IHAM. It made its first flight in Toulouse March 19, 1962 and after 109 hr of manufacturer flight testing it was issued to the CEV Istres for testing .
It was subsequently delivered to Germany where it finished its career with 61 Erprobungsstelle Manching. This aircraft was registered in the United States, where it has changed ownership in 2008, to be based in Elk Grove, Illinois.
Potez – Heinkel CM191 # 2 received the registration D- 9532 and completed its career with 61 Erprobungsstelle Manching. This aircraft is now preserved and exhibited at the Am Technik Museum, Speyer, Germany.
Potez – Heinkel CM- 191 # 2 D- 9532
Variants:
CM.191 – 1956 4-seat corporate jet deriv. of CM.170, 2 x Marboré IV, 2 built CM.191: aka Potez-Heinkel C.M.191, aka Heinkel P.191, first flown 1962
CM.192 – Messier project nos. 48046/48007 and 27457/48008 CM.192: Flight 1 June 1961 ident. Potez-Heinkel C.M.192 as per C.M.191
Engines: 2 x Marboré IV Span, without tip-tanks: 12,02 m (39 ft. 5 in) Span, with tip-tanks: 12,70 m (41 ft. 8 in) Length: 9,93 m (32 ft. 7 in.) Height: 3,20 m (10 ft. 6 in.) Weigth empty: 2 391 Kg (5,271 lb.) Max Payload: 380 kg (838 lb.) Max TO weight: 4 350 Kg (9,590 lb.) Max 0 fuel weight: 3 005 Kg (6,625 lb.) Max wing loading: 231 Kg/m² (47.3 lb/sq ft) Max. Speed: 710 kmh (441 mph) Max. Permissible speed: 740 kmh (460 mph) Max. Crusing speed: 605 kmh (376 mph) Stalling speed: 148 kmh (92 mph) Max rate of climb: 906 m/mn (2970 ft/mn) Service ceiling: 12 000 m (39,370 ft) TO. Run: 900 m (3,250 ft) TO. Run dist. to 15m: 1 180 m (3,870 ft) Range with max fuel: 1860 km (1,150 miles)
Designed to meet a requirement for a three-seat fighter with an endurance of three hours at 90% max speed, the Potez 670 was configurationally similar to the Potez 630 and 631. Flown for the first time on 30 March 1939, the Potez 670 had meanwhile been modified as a two-seat long-range escort fighter and bomber destroyer.
Potez 670
Initially powered by two 700hp Gnome- Rhone 14M radials, it was re-engined after initial flight trials with two 800hp Hispano-Suiza 14AB 12/13 radials, with which it resumed flight tests in July 1939 as the Potez 671.
Potez 671
Several production variants were proposed, but flight trials were incomplete at the time of the French collapse and the sole prototype was destroyed during the German onslaught. At the time, work had begun on an initial batch of 40 Potez 671 C2 fighters.
Potez 670 Engines: 2 x Gnome & Rhone 14M-3, 700 hp Wingspan: 15.10 m Wing area: 32.50 sq.m Length: 10.80 m Height: 3.27 m Empty weight: 3120 kg Maximum take-off weight: 4680 kg Maximum speed: 460 km / h Cruising speed: 412 km / h Practical range: 1800 km Service ceiling: 10,000 m Crew: 2 Armament: 2 x 20-mm cannon Hispano-Suiza HS-404 front, 2 x 7.5-mm machine guns MAC 1934, 1 x 20-mm cannon Hispano-Suiza HS-404 rear-firing turret
Potez 671 Engines: 2 x Hispano-Suiza 14AC, 800 hp Wingspan: 15.10 m / 50 ft 6 in Wing area: 32.50 sq.m / 349.83 sq ft Length: 10.80 m / 35 ft 5 in Height: 3.27 m / 11 ft 9 in Max take-off weight: 4726 kg / 10419 lb Empty weight: 3186 kg / 7024 lb Max. speed: 500 km/h / 311 mph Cruising speed: 445 km / h Maximum rate of climb: 876 m / min Service ceiling: 10,500 m Range: 2000 km / 1243 miles Crew: 2 Armament: 2 x 20-mm cannon Hispano-Suiza HS-404 front, 2 x 7.5-mm machine guns MAC 1934, 1 x 20-mm cannon Hispano-Suiza HS-404 rear-firing turret
The Potez 63 was built originally to a 1934 French Air Ministry programme calling for a ‘Multiplace legere de Defense’, literally a light multi-seat defensive aircraft. In practice the specification called for an aircraft to perform the three roles of fighter control (three-seat C3); daylight interception (two-seat C2); and night-fighter (two-seat Cn2). The Potez 630 was a twin engine, monoplane, fully metallic three-seater with efficient aerodynamic lines and twin tailplanes. The long glasshouse hosted the pilot, an observer or commander who was only aboard if the mission required it, and a rear gunner who manned a single flexible light machine gun.
The Potez 63.01 first prototype flew on 25 April 1936. It was an all-metal stressed-skin cantilever monoplane with two 432-kW (1580-hp) Hispano-Suiza 14AB10/11 radials, and a retractable landing gear.
French re-equipment policies were blurred by lack of purpose (being confused by the likely form of warfare being studied by Germany), with the result that orders for development aircraft included four-general purpose two/three-seat day/night fighters, three two-seat night-fighters, one light bomber, one reconnaissance aircraft and one close-support aircraft.
Ten further prototypes were tested (including use of the Gnome-Rhone 14 radial) before production orders were placed in 1937 for 80 Potez 630s (two 432kW Hispano-Suiza 14 radials) and 80 Potez 631 C3 fighters (Gnome-Rhone 14 Mars radials). The production in three main streams was started by the nationalised SCAN organisation.
Fifty additional Potez 631s were ordered in 1938 of which 20 were diverted to Finland (these aircraft did not arrive in Finland). A typical feature of the 630 and 631 was the frontal armament, which originally consisted of two 20 mm Hispano-Suiza HS.404 cannons in gondolas under the fuselage, though sometimes one of the cannons was replaced by a MAC 1934. Later in their career, 631s received four similar light machine guns in gondolas under the outer wings, though it was theoretically possible to fit six.
The heavy fighter stream included the Potez 630 (82 with Hispano-Suiza engines) and Potez 631 (202 with Gnome¬-Rhone engines). The light bomber stream included the Potez 633 (71 mostly for export but mainly retained by France) and Potez 637 (60 for reconnaissance). The tactical reconnaissance and army co-operation stream included the Potez 63.11 (925 aircraft) and a number of experimental fighters and dive-bombers.
Dissatisfied with its strategic reconnaissance aircraft such as the troublesome Bloch MB.131, the Armée de l’Air ordered the development of a derivative of the Potez 631 heavy fighter for this role. The observer was to be housed in a gondola under the fuselage. While particularly uncomfortable, this arrangement resulted in a Potez 637 that retained most of the qualities of the 631. 60 examples were ordered in August 1938 and delivered. Unlike many contemporary French aircraft, production of the Potez aircraft was reasonably prompt and the first deliveries were effected before the end of 1938. The 63 had been designed with mass production in mind and as a result, one Potez 630 was cheaper and faster to manufacture than one Morane-Saulnier M.S.406. As production tempo increased, a number of derivatives and experimental models were also developed and produced with exceptional rapidity.
The Potez 633 B2 was a light bomber version with a partially glazed nose, 40 of which were ordered by Romania and others by Greece. In the event only 21 of the Romanian aircraft were delivered, the rest retained by France. The Potez 637 A3 was a three-seat reconnaissance version with a ventral gondola for the observer, 60 of which were built.
The Armée de l’Air was desperate to re-equip its army cooperation units which had particularly antiquated equipment, but since the development of the Potez 637, had completely changed its mind about how the observer position should be arranged. Potez was therefore required to develop a variant that, while retaining the wings, engines and tail surfaces of the 631, hosted the observer in a more conventional nose glasshouse. Because the pilot needed to be seated above the observer, the Potez 63.11’s fuselage was taller, which resulted in top speed degradation and reduced manoeuvrability. As a result the final production version, the Potez 63.11 proved very vulnerable, despite being protected with some armour and a basic self-sealing coating over the fuel tanks.
As a secondary light bomber capability was part of the requirements (though it was rarely if ever used), the fuselage accommodated a tiny bomb bay, carrying up to eight 10kg-class bombs. This bomb bay was replaced by an additional fuel tank on late examples. Additionally, two 50kg-class bombs could be carried on hardpoints under the inner wings. Frontal armament was originally one, then three MAC 1934s under the nose, and many 63.11s were equipped with additional MAC 1934 guns in wing gondolas as the 631s. The first Potez 63.11 No.1 and second No.2 prototypes first flew in December 1938, and no less than 1,365 examples were on order in September 1939, of which 730 were delivered.
Potez 63-11s were delivered from November 1939 and served with 40 GAO (observation Groupes) and 13 reconnaissance Groupes by May 1940.
Although a night-fighter prototype had flown in March 1937 as the Potez 631-0, relatively little importance was placed on the Potez 631 night-fighter, and it was not until June 1938 that production orders totalling 207 were confirmed.
The Ilmavoimat / Maavoimat evaluation team looked at a number of diferent variants of the Potez 630 in early 1938. There report indicated that all members of the family (possibly except the Potez 63.11) shared pleasant flying characteristics. They were well designed for easy maintenance and could be fitted with a heavy armament for the time (up to 12 light machine guns for the Potez 63.11 design that was being worked on). Although not heavily built they seemed capable of absorbing considerable battle damage. Unfortunately the Potez 63 family, like many French aircraft of the time, simply did not have sufficiently powerful engines to endow them with an adequate performance. However, while the aircraft was considered reasonably good, it by no stretch met the STOL Observation / Medical Evac requirements of the aircraft that was being looked for.
By 1 April 1939 the Armee de l’Air had taken delivery of 88 aircraft, of which 20 were in service; in May two night-fighter units, Groupes de Chasse de Nuit GCN III/l and II/4, and one day fighter unit, GC II/8, were equipped with about 30 aircraft; four other Potez 631s were serving at Djibouti. At the outbreak of war a total of 206 aircraft had been delivered, and the type had also joined GCN 1/13 and GCN 11/13, as well as seven escadres de chasse. Some aircraft were later transferred to the Aeronavale. When the German attack opened in the West the various Potez 631 units were in constant action both by day and night, although lack of radar prevented much success during the hours of darkness. In the first 11 days of the campaign Aeronavale’s Flotille F 1C shot down 12 German aircraft for the loss of eight, but the Armee de l’Air night-fighter units were ordered to assume day ground-attack duties, losing heavily to enemy flak. Moreover, losses were exceptionally heavy to Allied guns and fighters as a result of the Potez 631’s superficial similarity to the German Messerschmitt Bf 110; it has been estimated that as many as 30 of the French aircraft were shot down in error. In all, Potez 631 night-fighters destroyed a total of 29 German aircraft in the Battle of France, but for a loss of 93 of their own number. Of the remainder about 110 were in the Free French Zone (Vichy France) at the time of the armistice, but their number dwindled quickly because of a chronic lack of spares, although ECN 3/13 moved to Tunisia with a small number of Potez 631s in June 1941.
Potez 63
Armament comprised two forward-firing and one rear-mounted 7.7mm machine-guns. Potez 637s equipped five reconnaissance Groupes and during the battle for France suffered heavy losses.
After the outbreak of the Winter War, 20 Potez 631s were ordered diverted to Finland. These aircraft arrived in mid-April 1940, having been flown to the UK where they were picked up by Ilmavoimat Ferry Pilots and flown via Norway and Sweden to Finland. In Ilmavoimat service, they were found to be underpowered and slower than many of the Soviet bombers, as well as undergunned. A rush project was undertaken to replace the engines with the Finnish-built and more powerful Hispano-Suiza 12Y’s, and every one of the aircraft was fitted with two nose-mounted 20mm cannon and four machine guns under the wings. In addition, the internal bomb bay was replaced with an additional fuel tank to extend the range.
Ilmavoimat Potez 631’s undergoing modifications at the Veljekset Karhumäki factory at Tampere, May 1940.
The aircraft finally entered service in August 1940, by which time the war was almost over. The Ilmavoimat went on to use them in the night-fighter role that the French had intended them for. They were not particularly successful in this role and were retired from active service and used as trainers from 1941.
A total of 748 examples were built.
John Garric recreated an example of the long extinct Potez 63-11 twin-engined reconnaissance aircraft.
Potez 637 A no (C591 de la lère Esc. Du G..II/3 January 1940
Potez 63.01 Engines: 2 x Hispano-Suiza l4Hbs, 1580 hp.
Potez 630 Engines: 2 x Hispano-Suiza 14AB, 725 hp Max speed: 273 mph / 440 kph ROC: 1800 fpm / 550 m/min Service ceiling: 32,800 ft / 10,000 m Empty weight: 5730 lb / 2600 kg Span: 52 ft 6 in / 16 m Length: 36 ft 4 in / 11.07 m Height: 11 ft 9.75 in / 3.6 m Seats: 2-3
Potez 631 three-seat heavy fighter and night-fighter Powerplant: 2 x Gnome-Rhone 14M-4/5or 14M-6/7, 522kW (700 hp) Span: 52 ft 6 in / 16 m Length: 36 ft 4 in / 11.07 m Height: 11 ft 9.75 in / 3.6 m Empty weight: 5730 lb / 2600 kg Max loaded weight: 8235 lb / 3735 kg Max speed: 275 mph at 14,765ft ROC: 1800 fpm / 550 m/min Service ceiling: 32,800 ft / 10,000 m Operational range: 758 miles. Armament: 2×20-mm Hispano¬Suiza cannon and 1 or 5 x 7.5-mm (0.295-in) MAC mg Seats: 2-3
Potez 633 Engines: 2 x Gnome-Rhone 14M, 700 hp Span: 52 ft 6 in / 16 m Length: 36 ft 4 in / 11.07 m Height: 11 ft 9.75 in / 3.6 m Empty weight: 5730 lb / 2600 kg Max loaded weight: 9285 lb / 4210 kg Max speed: 273 mph / 440 kph ROC: 1800 fpm / 550 m/min Service ceiling: 26,250 ft / 8000 m Seats: 2
Potez 637 Engines: two Gnome-Rhône 14M, 700 hp Span: 52 ft 6 in / 16 m Length: 36 ft 4 in / 11.07 m Height: 11 ft 9.75 in / 3.6 m Empty weight: 6390 lb / 2900 kg Max loaded weight: 9285 lb / 4210 kg Max speed: 267 mph / 430 kph ROC: 1800 fpm / 550 m/min Range: 932 miles Service ceiling: 26,250 ft / 8000 m Armament: 1x fixed, forward-firing 7.5 mm MAC 1934 machine gun, 1x fixed, rearward-firing 7.5 mm MAC 1934 machine gun, 1x flexible, rearward-firing 7.5 mm MAC 1934 machine gun Bombload: 4x 50 kg (110 lb) Crew: 3
Potez 63.11 Engines: 2 x Gnome-Rhone 14M, 700 hp Span: 52 ft 6 in / 16 m Length: 36 ft 1 in / 11 m Height: 11 ft 9.75 in / 3.6 m Empty weight: 6912 lb / 3205 kg Max loaded weight: 9987 lb / 4530 kg Max speed: 264 mph / 425 kph ROC: 1800 fpm / 550 m/min Service ceiling: 26,250 ft / 8000 m Seats: 3
The prototype Potez 62 civil airliner, based on the military Potez 54, made its maiden flight on 28 January 1935. It retained the strut-braced high-set wing of the Potez 54, which was married to a redesigned fuselage. Pilot and co-pilot were seated side-by-side in a control cabin with, to their rear, two cabins accommodating up to 16 passengers. Undercarriage was retracting, but there were no flaps, which the large wing area with thick airfoil made unnecessary, at the expense of speed.
The wooden fuselage had a composite coating, whereas the wings were covered with fabric and the leading edge was made out of metal. The aircraft was propelled by two Gnôme & Rhône radial engines whose 14 cylinders produced some 870 hp. The engines were mounted in two side cradles, fixed to the fuselage and to the wings.
The Potez 621 ordered by Air France, flown later in 1935, introduced 537kW Hispano-Suiza 12Xrs Vee engines and 2 degrees sweepback on the wings. These were used on routes inside South America. By late 1936, many Potez 62s were employed on routes to Europe and the Far East, as the aircraft was robust and reliable, albeit slow. It remained in service until the Second World War, and one was used by the Free French Air Force.
Production totalled 23, four of the 14 machines built as Potez 62s later being converted to Potez 621 standard, and in 1937 nine Potez 62s were re-engined with 671kW Gnome-Rhone 14N16/17 radials.
The type interested the Armee de I’Air, which ordered a troop transport version, the Potez 65 or Potez 650 TT, which had accommodation for a crew of three plus 14 fully-equipped troops or, if equipped as an ambulance, with provision for six stretchers, four seated patients and one medical attendant.
The Potez 650 only received relatively minor modifications: Hispano-Suiza 12X liquid-cooled inline engines instead of the Gnome-Rhône 14K radials, a less sophisticated cabin with accommodation for 14 paratroopers and their equipment (one squad) or 10 wounded (for the medevac role), and a larger door system for bulky loading (transport role). The first paradrop from a Potez 650 occurred on May 1937.
Two orders totalling 15 aircraft were received by Potez, the first of them being delivered in late 1935. Powered by 537kW Hispano-Suiza 12 Xirs I or HS 12Xbrs l/grs I engines, and with a maximum take-off weight higher than that of the Potez 62, the military version had maximum speed reduced to 300km/h.
The French military high-command did not have grandiose plans for paratroopers, which did not fit well with its essentially defensive doctrine of the pre-World War II era. Because of this, only two paratrooper companies were formed, and never reached full theoretical strength, and only 15 Potez 650s were manufactured. They were not sufficient in numbers even for such a small number of men, so the big Farman 224 airliner which had just been refused by Air France was pressed into military service.
A combat mission was planned as part of the Allied entry in the Netherlands in the case of a German attack, but the plan was cancelled, and eventually no combat paradrops took place in 1939-1940.
After the armistice, paratrooper units were officially disbanded, although training jumps were performed from time to time in North Africa. The Potez 650s were transferred to a military transport unit. When Free French and British forces attacked the French protectorates of Syria and Lebanon in mid-1941, the Vichy government established an airbridge to resupply its troops in the middle east. Potez 650s took a significant share of the work, alongside converted bombers (Farman 223.3s) and airliners (Dewoitine 338s).
In 1937, the Romanians acquired one civil Potez 62, which was operated until 1944. In late 1936, the Romanian Air Force expressed interest in acquiring foreign military aircraft. The Potez 650 was selected, but Romania required Gnome-Rhône 14K engines to be fitted like originally on the Potez 62, since a license to manufacture these engines had already been acquired by Industria Aeronautică Română. Six examples of this new variant, designated Potez 651 were ordered in 1937, although it seems only four were operationally used. These aircraft were actively involved at the initial stage of the war against the Soviet Union in 1941-1942. Originally ordered as bombers, the Romanian Potez 651s were relegated to transport duties during World War II. Three examples were still in service in May 1944.
Potez 62-1
Operators were Air France, the Free French Air Force, and LARES of Romania.
Potez 62 Engines: 2 x Gnome-Rhone 14Kirs Mistral Major, 870 hp / 649kW Wingspan: 22.45 m / 74 ft 8 in Wing area: 76.0 sq.m / 818.06 sq ft Length: 17.32 m / 57 ft 10 in Height: 3.9 m / 13 ft 10 in Max take-off weight: 7500 kg / 16535 lb Empty weight: 4,000 kg (8,800 lb) Loaded weight: 4895 kg / 10792 lb Max. speed: 325 km/h / 202 mph Cruise speed: 280 km/h (151 knots, 174 mph) at 2,000 m (7,500 ft) Service ceiling: 7500 m / 24600 ft Range: 1000 km / 621 miles / 540 nmi Crew: 3 Capacity: 14-16 passengers
Potez 620 Engines: 2 x PD Gnome-Rhone 14Kirs, 820 hp Wingspan: 22.45 m Wing area: 76.00 sq.m Length: 17.32 m Height: 3.90 m Empty weight: 4895 kg Normal takeoff weight: 7500 kg Maximum speed: 325 km / h Cruising speed: 280 km / h Practical range: 1000 km Service ceiling: 7400 m Crew: 2 Payload: 16 passengers
Potez 650 Engines: 1 × Hispano-Suiza 12Xgrs1 liquid-cooled V-12 piston engine, 540 kW (720 hp) (right hand rotation) 1 × Hispano-Suiza 12Xhrs1 liquid-cooled V-12 piston engine, 540 kW (720 hp) (left hand rotation) Wingspan: 22.45 m (73 ft 8 in) Wing area: 76 sq.m (820 sq ft) Length: 17.32 m (56 ft 10 in) Height: 3.9 m (12 ft 10 in) Max takeoff weight: 7,500 kg (16,535 lb) Empty weight: 4,632 kg (10,212 lb) Maximum speed: 300 km/h (186 mph; 162 kn) at 2,000 m (6,600 ft) Cruising speed: 250 km/h (155 mph; 135 kn) at 2,000 m (6,600 ft) Range: 1,200 km (746 mi; 648 nmi)
Designed by Louis Coroller as an executive transport, the prototype Potez 56 made its first flight on 18 June 1934. Largely of wood construction, the Potez 56 was a cantilever low-wing monoplane with a wing section based on that of the Potez 53 racer, and with a single fin and rudder. It had exceptionally clean lines, the main landing gear units retracting backwards into the nacelles of the two Potez 9Ab radial engines. There was accommodation for a crew of two in an enclosed cockpit, with a cabin for six passengers. Early tests confirmed that the Potez 56 had good flight qualities and was remarkably stable.
Series production included at least three Potez 561 aircraft, with variable-pitch propellers to improve take-off, aerodynamically refined engine nacelles and revised cockpit windows.
Military versions followed, for use in the carrierborne liaison, general utility, target tug, and twin-engine pilot training roles. Total production of all versions, military and civil, was 72, the final examples being two Potez 568 P.3 aircraft, the last of a batch that was completed at the time of the June 1940 armistice with Germany.
Potez 560 Engines: 2 x Potez 9Ab radial, 138kW Max take-off weight: 2980 kg / 6570 lb Loaded weight: 1910 kg / 4211 lb Wingspan: 16.0 m / 53 ft 6 in Length: 11.84 m / 39 ft 10 in Height: 4.6 m / 15 ft 1 in Wing area: 33.0 sq.m / 355.21 sq ft Max. speed: 270 km/h / 168 mph Ceiling: 6000 m / 19700 ft Range: 650 km / 404 miles
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