Piston

Lycoming O-235

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Lycoming O-235-C2C

The Lycoming O-235 is a family of four-cylinder, air-cooled, horizontally opposed piston aircraft engines that produce 100 to 135 hp (75 to 101 kW), derived from the earlier O-233 engine.

The engines are all carburetor-equipped, feature dual magneto ignition and have a displacement of 233 cubic inches (3.82 L). The first O-235 model was certified on 11 February 1942.

The O-235 was developed into the lighter-weight Lycoming IO-233 engine for light sport aircraft.

Variants:
O-235-C1
Power 115 hp (86 kW) at 2800 rpm, dry weight 246 lb (112 kg) Provision for dual pump drives, tractor and pusher installation.

O-235-C1A
Power 100 hp (75 kW) at 2450 rpm, dry weight 236 lb (107 kg) Similar to O-235-C1 except ignition timing, lower rpm and power. Optional 2 position or automatic propeller governor drive.

O-235-C1B
Power 115 hp (86 kW) at 2800 rpm, dry weight 245 lb (111 kg) Similar to O-235-C1 except with retarded breaker magnetos.

O-235-C1C
Power 108 hp (81 kW) at 2600 rpm, dry weight 243 lb (110 kg) Similar to O-235-C1 except with Slick magnetos.

O-235-C2A
Power 115 hp (86 kW) at 2800 rpm, dry weight 246 lb (112 kg) Similar to O-235-C1 except with a type 1 propeller flange.

O-235-C2B
Power 115 hp (86 kW) at 2800 rpm, dry weight 247 lb (112 kg) Similar to O-235-C2A but with two S-1200 series magnetos.

O-235-C2C
Power 108 hp (81 kW) at 2600 rpm, alternate rated maximum continuous power rating of 100 hp at 2400 rpm, dry weight 244 lb (111 kg) Similar to O-235-C2B except with Slick magnetos and shielded ignition harness.

O-235-E1
Power 115 hp (86 kW) at 2800 rpm, dry weight 250 lb (113 kg) Similar to O-235-C1 except crankcase and crankshaft supply pressurized oil to a constant speed propeller. Accessory case changed to accommodate a standard propeller governor drive.

O-235-E1B
Power 115 hp (86 kW) at 2800 rpm, dry weight 249 lb (113 kg) Similar to O-235-E1 except for S4LN-200 series retarded breaker magnetos.

O-235-E2A
Power 115 hp (86 kW) at 2800 rpm, dry weight 250 lb (113 kg) Similar to O-235-E1 except Type 1 propeller flange.

O-235-E2B
Power 115 hp (86 kW) at 2800 rpm, dry weight 251 lb (114 kg) Similar to O-235-E2A except incorporates S-1200 series magnetos.

O-235-F1
Power 125 hp (93 kW) at 2800 rpm, dry weight 250 lb (113 kg) Similar to O-235-C1 except compression ratio, fuel grade and rating.

O-235-F1B
Power 125 hp (93 kW) at 2800 rpm, dry weight 249 lb (113 kg) Similar to O-235-F1 except retarded breaker magnetos.

O-235-F2A
Power 125 hp (93 kW) at 2800 rpm, dry weight 250 lb (113 kg) Similar to O-235-F1 except a Type 1 propeller flange.

O-235-F2B
Power 125 hp (93 kW) at 2800 rpm, dry weight 251 lb (114 kg) Similar to O-235-F2A but with S-1200 series magnetos.

O-235-G1
Power 125 hp (93 kW) at 2800 rpm, dry weight 253 lb (115 kg) Similar to O-235-F1 except provisions for using constant speed propeller.

O-235-G1B
Power 125 hp (93 kW) at 2800 rpm, dry weight 252 lb (114 kg) Similar to O-235-G1 except has retarded breaker magnetos.

O-235-G2A
Power 125 hp (93 kW) at 2800 rpm, dry weight 253 lb (115 kg) Similar to O-235-G1 except a Type 1 propeller flange.

O-235-G2B
Power 125 hp (93 kW) at 2800 rpm, dry weight 254 lb (115 kg) Similar to O-235-G2A except S-1200 series magnetos.

O-235-H2C
Power 108 hp (81 kW) at 2600 rpm, alternate rated maximum continuous power rating of 100 hp at 2400 rpm, dry weight 243 lb (110 kg) Similar to O-235-C2C except Type 1 dynafocal mounting.

O-235-J2A
Power 125 hp (93 kW) at 2800 rpm, dry weight 252 lb (114 kg) Similar to O-235-J2B except magnetos.

O-235-J2B
Power 125 hp (93 kW) at 2800 rpm, dry weight 253 lb (115 kg) Similar to O-235-F2B except Type 1 dynafocal mounting.

O-235-K2A
Power 118 hp (88 kW) at 2800 rpm, dry weight 252 lb (114 kg) Similar to O-235-F2A except ignition timing, lower power and reduced compression ratio.

O-235-K2B
Power 118 hp (88 kW) at 2800 rpm, dry weight 253 lb (115 kg) Similar to O-235-F2B except ignition timing, lower power and reduced compression ratio.

O-235-K2C
Power 115 hp (86 kW) at 2700 rpm, dry weight 248 lb (112 kg) Similar to O-235-K2A except Slick magnetos.

O-235-L2A
Power 118 hp (88 kW) at 2800 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-J2A except ignition timing, lower power and reduced compression ratio.

O-235-L2C
Power 115 hp (86 kW) at 2700 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 249 lb (113 kg) Similar to O-235-L2A except Slick magnetos and lower maximum continuous rating.

O-235-M1
Power 118 hp (88 kW) at 2800 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 255 lb (116 kg) Similar to -L2A except provision for controllable propeller and has AS-127 Type 2 propeller flange.

O-235-M2C
Power 118 hp (88 kW) at 2800 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-M1 except Slick 4200 series magnetos and Type 1 propeller flange.

O-235-M3C
Power 118 hp (88 kW) at 2800 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-M1 except Slick 4200 series magnetos.

O-235-N2A
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-L2A except reduced compression ratio and reduced power ratings.

O-235-N2C
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 249 lb (113 kg) Similar to O-235-L2C except reduced compression ratio and reduced power ratings.

O-235-P1
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 255 lb (116 kg) Similar to O-235-M1 except reduced compression ratio and reduced power ratings.

O-235-P2A
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 255 lb (116 kg) Similar to O-235-P1 except a Type 1 propeller flange.

O-235-P2C
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-M2 except reduced compression ratio and reduced power ratings.

O-235-P3C
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-M3C except reduced compression ratio and reduced power ratings.

Applications:
Aero Boero AB-115
AMD Alarus
Beechcraft Model 77 Skipper
Bushcaddy R-120
CEA DR-221
Cessna 152
Criquet Storch
Falconar F11 Sporty
Fisher Celebrity
Grumman American AA-1
Lucas L-6A
Lucas L7
Murphy Elite
Murphy Rebel
Nexaer LS1
Peña Joker
Piper PA-16 Clipper
Piper PA-22-108 Colt
Piper PA-29 Papoose
Piper PA-38 Tomahawk
Preceptor STOL King
Smith Miniplane
Van’s Aircraft RV-9

Specifications:
O-235C series
Type: 4-cylinder air-cooled horizontally opposed piston aircraft engine
Bore: 4.375 inches
Stroke: 3.875 inches
Displacement: 233.3 in³ (3.82 L)
Dry weight: 240.0 lbs (108.8 kg)
Valvetrain: Pushrod-actuated valves
Fuel system: Carburetor
Fuel type: 80/87 avgas
Cooling system: Air-cooled
Power output: 100 hp (75 kW)
Specific power: 0.57 hp/cu.in (26.0 kW/L)
Compression ratio: 6.5:1

LWS RWD-14 Czapla / RWD RWD-14 Czapla

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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.

Gallery

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.

L-W-F G / G-2 / G-3

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One of the first developments of LWF Engineering was a dual reconnaissance aircraft Model G, built in late 1917. During the tests the plane was destroyed and on its base in 1918 a new airplane was built- G-2, which could be used as a heavy fighter or as a scout-bomber. Equipped with a liquid-cooled engine Liberty 12 rated at 435 hp. The aircraft carried seven 7.62-mm machine guns (four of them were installed in front and synchronized for firing through the screw, two – in the rear cabin on a mobile turret-type Scarff and one at the bottom of the fuselage).

For the first time, the G-2 took off in the spring of 1918. The aircraft successfully passed the tests and the question of its serial production was considered, when on November 18, 1918 the prototype was lost as a result of the accident that occurred during the flight in the fog. This led to a complete halt of the project.

The third copy of the aircraft (G-3) was completed in 1919 as a racing aircraft for the New York-Toronto air race.

G-2
Engine: Liberty 12, 435 hp
Wing span: 12.69 m
Wing area: 47.94 sq.m
Length: 8.88 m
Height: 2.86 m
Empty weight: 1213 kg
Normal take-off weight: 1825 kg
Maximum speed: 222 km / h
Cruising speed: 196 km / h
Endurance: 4 hr
ROC: 328 m / min
Crew: 2
Armament: seven 7.62-mm machine guns

LWS LWS-2

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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

LWS LWS-3 Mewa / PZL Mewa

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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

LWD Szpak

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SZPAK-4A

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

SZPAK-4T

LWD Zuch

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Zuch-1

The Zuch-1 (Dare-Devil) was produced in 1948 by LWD / Lotnicze Warsztaty Doswiadczaine as a development of the Junak. Employing the same basic wing and fuselage, the Zuch-1 was powered by a 180 hp Walter Minor 6-III engine.

Designed as a two-seat primay training monoplane, the Zuch-1 has a welded steel-tube fuselage and centre wing section, and wooded outer wing panels, the whole covered by plywood and fabric.

Engine: 180 hp Walter Minor 6-III
Max speed: 155 mph
Cruise: 130 mph
Range: 930 mi
Empty weight: 1250 lb
Loaded weight: 2200 lb
Wingspan: 32 ft 9.5 lb
Length: 29 ft 6 in
Height: 6 ft 9.5 in
Wing area: 188.4 sq.ft