As seen on the Cannstatter Wasen, Stuttgart, Würtemberg, in 1911.
Glück II Monoplane
Era
Glück, Adam
Adam Glück (1886-1966) who with Vollmöller, Heinkel, and Hirth, was one of the pioneers who flew at Canstatter Wasen before the War, and was a “Kriegsflieger” during the War.
Główny Instytut Lotnictwa IS-2
Instytut Lotnictwa was expected to fly its new IS-2 two-seat light helicopter prototype in 1999.
Główny Instytut Lotnictwa I-23
Instytut Lotnictwa flew the prototype I-23 four-seat lightplane in October 1998, for deliveries from 1999
Główny Instytut Lotnictwa GIL-4 / BŻ-4 Żuk
Work on the BŻ-4 Żuk began at the research institute Główny Instytut Lotnictwa – Main Aviation Institute in Warsaw in 1953, under the leadership of Dipl. Ing. Bronisław Żurakowski, who had earlier designed the experimental BŻ-1 GIL helicopter. Due to the delicate political situation in postwar Poland (Soviet influences and centrally planned economy), progress was slow. The main object was to produce a simple and inexpensive general use light helicopter. Its purpose was also to develop and test the novel rotor and transmission system, which eliminates vibration and improves control. Initially it was designated GIL-4.
The BŻ-4 Żuk was based on a single main three-blade rotor powered by an indigenous one 320 hp Narkiewicz WN-4 piston engine in a fuselage made of a steel frame, behind a cabin section. It had an open frame rear boom structure and a fixed four-wheel undercarriage. Main rotor was atypical, for it had a smaller upper steering rotor and was fitted with an automatic stabilization system, of the Hiller principle. The cabin had four doors with two front seats and a rear bench. There were two fuel tanks, 220 litre in total.
Four main variants were planned: a passenger version accommodating a pilot and three passengers, an ambulance variant carrying pilot, one stretchers and an attendant, an agricultural variant carrying pilot and spraying or dusting equipment and a dual control trainer.
The first prototype of the BŻ-4 Żuk four-seat helicopter was manufactured and displayed publicly in the Polish Aviation Day Exhibition in August 1956. Due to a long program of ground testing and fixing faults, it flew first only on 10 February 1959 and completed 17 flights for a total of 3 hrs, 40 minutes. The Żuk was still in the development stage when further work was cancelled in favor of the licence production of the Mil Mi-1, that had already started in WSK PZL-Świdnik. The prototype was damaged during landing on 31 August 1959, and despite being repaired, it was not used again. Two additional prototypes were not completed.
One damaged and incomplete prototype is preserved in the Polish Aviation Museum in Kraków.
Powerplant: 1× Narkiewicz WN-4 7-cylinder air cooled radial engine, 320 shp (237 kW)
Fuselage length: 10.55 m
Rotor diameter: 12 m (39 ft 4.5 in)
Height: 2.8 m
Empty weight: 1,050 kg (2,313 lb)
Loaded weight: 1,500 kg (3,307 lb)
Useful load: 450 kg
Maximum speed: 156 km/h (97 mph)
Range: 260 km (161 miles)
Service ceiling: 3000 m
Rate of climb: 4.6 m/s, 276 m/min
Crew: one, pilot
Capacity: three passengers
Główny Instytut Lotnictwa BŻ-1
The BŻ-1 was designed at the research institute Główny Instytut Lotnictwa – Main Aviation Institute in Warsaw, from an initiative of Zbigniew Brzoska. The Polish aviation industry was destroyed after World War II, and in addition, the principal of the Institute was the only person who had seen a helicopter (Sikorsky R-4 in England).
Despite severe material shortages, work on the experimental design started in 1948, and the main designer became Bronisław Żurakowski (brother of test pilot Janusz Żurakowski), who designed the helicopter rotor and the control system. It used simpler Hiller rotor type, with two auxiliary blades. The structure of the fuselage, tail boom, auxiliary rotor and tricycle undercarriage were designed by Tadeusz Chyliński. The power unit and final drive were designed by Zbigniew Brzoska. The design utilized some components left by the Germans, like a piston engine Hirth HM 504 (configured for vertical use) and wheels from a glider’s landing gear.
Initially, the helicopter had no name. It only received the registration SP-GIL, from the Institute abbreviation, and soon it became known as GIL (gil also means bullfinch in Polish). Later it was also given the designation BŻ-1, from Żurakowski’s initials.
The helicopter was completed by the end of 1949. During the first flight trial on 15 January 1950, it was overturned by a wind gust and had to be repaired. The test pilot was Bronisław Żurakowski, who taught himself fly a helicopter. The helicopter first flew on 4 April 1950, restrained on tethers by two men for a measure of safety.
During 1950-1953, it underwent a test program and was often modified. At first it had elastic rotor blades. In 1950, it was fitted with rigid blades and an efficient simple custom designed resonant vibration eliminator. During tests, for different reasons, it crashed or was damaged without casualties, at least seven times and was repaired each time.
On 20 July 1952, the BŻ-1 GIL was first displayed to the public, during an air show at Okęcie airfield (it was one of first public helicopter presentations in the Eastern Bloc). On 16 November 1953 the helicopter was damaged when the main rotor was bent by the wind and cut off the rear pylon, thus ending the test program. By then, the prototype had completed 169 flights, 20 hours 21 minutes in total.
In 1956, the helicopter was repaired and used for training flights by helicopter pilots. On 28 June 1957, a tail rotor gear (originally from a World war II Zündapp motorcycle) broke and it could not be replaced, consequently, the helicopter never flew again, being written off in 1960. During 1956–1957 it had completed 185 flights, for a total of 12.5 hours.
Currently, the sole BŻ-1 GIL prototype is preserved in the Polish Aviation Museum in Kraków.
Powerplant: 1× Hirth HM 504, 105 hp
Length: 8.5 m
Rotor diameter: 8.8 m / 28 ft. 11 in
Rotors: 2-blade main; 2-blade tail
Height: 2.29 m
Disc area: 60.8 sq.m
Empty weight: 380 kg
Loaded weight: 610 kg / 1,276 lb
Maximum speed: 140 km/h / 87 m.p.h
Cruise speed: 120 kph
Service ceiling: 2000 m
Absolute ceiling: 3000m / 9,840 ft
Range: 275km / 112 miles at 73 m.p.h.
Rate of climb: 4.5 m/s
Seats: 2
Główny Instytut Lotnictwa / GIL
Technical Research Institute of Aviation
Institute of Aviation
Institute of Aviation
al. al. Krakowska 110/114 Krakow 110/114
02-256 Warszawa 02-256 Warsaw
Poland
Aviation History of the Institute goes back to the beginnings of Polish independence, but the official start date of the Institute is 1 August 1926. In the initial phase of its operation, acted as the Institute of Technical Research Institute of Aviation. This name survived to the beginning of World War II. Activity in the period 1926-1939 focused primarily on testing and certification of aircraft. All the pre-war Polish military aircraft were tested and certified at the Institute, including the PZL P.11 , PZL.23 Karas , PZL.37 Moose , PZL.38 , and PZL.44 Wind.
In 1948 the Institute changed its name to the Central Institute of Aviation, and 1952 was named Institute of Aviation. In the post war period, constructors dealt mainly with the design and manufacture of licensed Po-2 and MiG-15. The Institute developed pulse motors and jets. In the early years of its operation activities of the Institute focused on the study of equipment derived from the Soviet Union and placed on the license production.
In 1946, the LWD Szpak , a year later, the first glider IS-1 Vulture , after which they were SZD-6 Bat , SZD-8 Swallow , SZD-9 Bocian , Marshmallow SZD-19 , SZD-24 Foka . The Institute of Tadeusz Sołtyk designed the PZL TS-8 Bies and the first Polish jet aircraft TS-11 Iskra , the engine designed in the Institute
Institute engineers also designed the first helicopter: BZ-1 GIL, BZ-4 Zuk and JK-1 Bumblebee. The Institute also, in 1972, designed and built a flying laboratory, the Lala-1. It was a heavily modified aircraft An-2 , which later tested technologies used in the construction of the PZL M-15 (Belphegor) .
In addition to aircraft construction facility began to specialize in designing and testing flying objects such as rockets and flying targets, including the Meteor 1 meteorological rocket project. Subsequent years of the Institute was developing a training-combat aircraft for the military, which resulted in the I-22 Iryda. The institute designed a four-seat, composite passenger aircraft, the I-23 Manager (flown in October 1998, for deliveries from 1999), two-seater trainer, the I-25 ace, two-seater helicopter patrol trainer IS-2 and a rescue patrol-hovercraft, the PRP-560 Ranger.
Proposed the Kobra 2000 in 1993 for air – to- ground combat operations in the next century, but abandoned.
Głowiński 1911 monoplane
In May 1911, the Lwow press informed its readers about a successful flying demonstration of Glowinski’s monoplane. The machine, designed by Bronislaw Glowinski in 1910 and constructed and flown by him in Tarnopol, should therefore be regarded as the first Polish aeroplane to achieve a controlled and sustained flight in Poland.
Construction: Giowiriski’s aircraft was a single-seat braced monoplane of composite construction. The wing, a two-spar wooden structure of double-surfaced type covered with fabric, was built in two sections. Each wing panel, carried immediately above the main fuselage frame on an inverted twin-V cabane, was attached to the base of the cabane and braced to its top by wires, and to a low cabane under the second fuselage frame and the landing-gear framework. To maintain lateral stability wing warping was employed. The fuselage, an open brass-welded metal-tube structure trussed by wires, was of rectangular section forward and triangular section aft, terminating in a vertical knife-edge at the tail. The landing-gear frame and all supporting cabanes were built of metal tubes integral with the fuselage. The pilot’s seat was situated at the rear of the rectangular fuselage section. The control system consisted of a conventional control stick and rudder bar, the controls being by cable, except for the elevator system which was by push-rod to the back of the rectangular fuselage section and thence by cable. The tail unit, a wooden structure covered with fabric, consisted of a rudder, a tailplane and Bleriot-type full-chord elevators, the tailplane being wire-braced to the fuselage top longerons and supported by a cabane under the rear end of the fuselage. The landing gear, of neat design, comprised two outwardly-splayed side Ns, supported by a pair of struts and coupled by two transverse tubes. A pair of long wooden skids was attached to this framework. A cross-axle, carrying two wheels, was attached by rubber shock-absorber cords to the skids. The tailwheel fork was provided with a spring shock-absorber. Power was supplied by the 25 hp Anzani three-cylinder air-cooled semi-radial engine directly driving a two-blade tractor airscrew. The fuel tank was attached to the wing-carrying cabane. The monoplane had a span of 10.2 m (33 ft 6 in).
The plane was built in 1910-11 in Tarnopol. Kostruktor Bronisław Głowiński modelled himself during the construction on the construction of the Bleriot XI “La Manche” aircraft.
The assembly of the aircraft was carried out in the constructor’s brother’s workshop, in a shed serving as a carpentry workshop and as a room for the final assembly of the aircraft.
Modelled to a certain extent on the lines of Bleriot Type No. XI, but embodying several original and imaginative features, the machine made a number of short flights over an improvised airfield near Tarnopol in the late spring and summer of 1911. Unfortunately, the designer was unable to obtain the required materials and was forced to use heavier substitutes. This increased the weight of the airframe beyond the anticipated figure, and a weary Anzani engine, overhauled and modified by Glowinski, did not provide the desired power and reliability. As a result the monoplane was rather underpowered and this, combined with frequent breakdowns on the part of the capricious powerplant, severely limited its capabilities and performance and prevented Glowinski from attempting any flights beyond the area of the improvised landing field. His ambition to undertake prize flights in Lwow was never realized.
The condition of the engine deteriorated quickly and some of the parts soon became worn beyond repair. The designer could not afford another engine, and, as the expected help from ZASPL never materialized, he dismantled his machine towards the end of 1911 and had to abandon flying altogether. Later, for a time, he attended the Lwow Technical University, and the forward section of his aircraft was displayed at the Second Aviation Exhibition in Lwow, which opened on 16 February, 1913. Unable to overcome financial difficulties and disenchanted with the unfulfilled promises of support from aviation organizations, he eventually left Poland before the 1914-18 War to work on the construction of railway lines in Asia, but came back after the end of hostilities. Parts of his monoplane, stored in various places, survived until the 1939-45 War.
Powerplant: 1 × Anzani 3-cylinder fan, 19 kW (25 hp)
Wingspan: 10.20 m (33 ft 6 in)
Wing area: 18.5 m2 (200 sq ft)
Length: 8.00 m (26 ft 3 in)
Height: 2.5 m (8 ft 2 in)
Empty weight: 320 kg (700 lb)
Gross weight: 400 kg (880 lb)
Maximum speed: 60 km/h (40 mph, 35 kn)
Range: 25 km (15 mi, 13 nmi)
Crew: One pilot
Gloster GA.5 Javelin
Designed to meet the requirements of Specification F.4/48 for a two-seat twin-engined all-weather interceptor fighter, the Javelin was of tailed-delta configuration and the first of seven prototypes was flown on 26 November 1951. The Javelin suffered a protracted development period, being subjected to delays arising from poor handling qualities and difficulties with integration of the radar.
The third prototype, WT827, had a straight wing and early cockpit canopy. WT830, the fourth prototype, had a revised “cranked” leading edge giving a better fineness ratio over the ailerons, and also the old cockpit and no guns; and WT 836, the fifth prototype, which is to full production standard. This has a more extensive transparency over the rear cockpit with a streamlined fairing behind instead of the former rather abrupt cut off to the canopy. The fifth prototype also had the standard “cranked” wing and the full armament of four 30 mm cannon mounted just outboard of the angle in the leading edge.
It was not until late 22 July 1954 that the first production specimen made its maiden flight. This was the Javelin FAW.Mk 1, powered by two 3629kg Armstrong Siddeley Sapphire ASSa 6 turbojets and carrying an armament of four 30mm Aden cannon, which began to enter service with No. 46 Squadron in February 1956.
Forty F(AW) Mk Is for the RAF were followed by 30 F(AW) Mk 2s, the first example of this version flying on 31 October 1955.
The FAW.1 was su¬perseded in production by the Javelin FAW.Mk 2 which featured American (APQ 43) interception radar in place of the Brit¬ish (AI17) equipment originally fitted. Both of these models were armed with four 30-mm Aden cannon, as was the Javelin FAW.Mk 4 which intro¬duced an all-moving tailplane in an attempt to eliminate excessive stick force requirements when flying at high indicated speeds. First flown on 19 September 1955, differed in having a fully-powered all-moving tailplane, 50 being built.
The F(AW) Mk 4 paralleled production of 21 T Mk 3 dual-control trainers.
Additional fuel capacity in the wings and having provision for four de Havilland Firestreak AAMs was introduced in the Javelin FAW.Mk 5, which was otherwise virtually identical to the Javelin FAW.Mk 4, and both of these variants duly entered service during 1957. Sixty-four F(AW) Mk 5 were built.
The final ‘first-generation’ model was the Javelin FAW.Mk 6, which was basically a Javelin FAW.Mk 5 fitted with American radar. 33 F(AW) Mk 6s were built.
Whilst production of these was progressing, a major redesign effort had been initiated with the objective of installing the rather more powerful 4990kg Sapphire ASSa 7 200 series engine, and the first model to appear with this power-plant was the Javelin FAW.Mk 7, which also incorporated increased fuel capacity, Firestreak infra-red homing missiles modified flying controls, an extended rear fuselage with raised topline, and later interception equipment, though this entailed the loss of two Aden cannon. Armament comprised two 30mm Aden cannon and four Firestreak AAMs, and 142 were built. The Javelin FAW.Mk 7 took to the air for the first time in November 1956, deliveries get¬ting under way in August 1958.
The FAW.7 model was succeeded by the Javelin FAW.Mk 8 with US radar, drooped wing leading edges and a Sapphire ASSa 7R engines with limited afterburning boosting output to 5579kg above 6100m. Entering service with No. 41 Squadron during early 1960, the Javelin FAW.Mk 8 was the last new-build Javelin variant to appear. Forty-seven were built during 1957-60.
Production of the type terminating on 16 August 1960 when the 381st example made its initial flight.
Subsequently 76 Javelin FAW.Mk 7s were updated to the definitive Javelin FAW.Mk 8 configuration, though retaining British radar, as Javelin FAW.Mk 9 aircraft standard during 1960-61, with Armstrong Siddeley Sapphire Sa.7R after-burning engines. It had a maximum speed of 702 mph and a service ceiling of 52000 feet. Armament was four Firestreak air-to-air missiles and two 30 mm Aden guns.
The Mk.9 having 28.5 degrees sweepback on the inner wings and 33.8 degrees on the outer section. Split flaps are under the wings and slotted-plate airbrakes above and below the wings, near the trailing edge, aft of the flaps.
The tricycle undercarriage has a single wheel on each unit. The mains retract inward into the wings and the nose wheel retracts rearward. They can have a flight-refuelling boom from the right side of the cockpit area.
Fuel tanks are in the wings and fuselage and can be supplemented by two 259 Imp.Gal tanks flush under the fuselage and up to four underwing tanks.
Late marks of Javelin were modified circa 1960 to accommodate aerial-refuelling equipment.
The Javelin was finally withdrawn from RAF service in 1967.
Javelin F(AW). Mk 1
Engnes: 2 x Armstrong Siddeley Saphire ASSa.6 turbojets, 35.6kN
Max take-off weight: 14324 kg / 31579 lb
Wingspan: 15.85 m / 52 ft 0 in
Length: 17.15 m / 56 ft 3 in
Height: 4.88 m / 16 ft 0 in
Wing area: 86.12 sq.m / 926.99 sq ft
Max. speed: 1141 km/h / 709 mph
Ceiling: 16000 m / 52500 ft
Crew: 2
FAW Mk.8
Engines: two 5548-kg (12,230-lb) afterburning thrust Bristol Siddeley Sapphire Mk 203/204 turbojets.
Maximum speed 1101 km/h (684 mph) at sea level
Iinitial climb rate 3734 m (12,250 ft) per minute
Service ceiling 15645 m (51,330 ft)
Rnge with two 1137-litre (250-Imp gal) drop tanks 1497 km. (930 miles).
Mximum take-off weight (40,000 lb).
Wing span 15.85 m (52 ft 0 in)
Legth 17.16 m (56 ft 3.5n)
Hight 4.88 m (16 ft 0 in)
Wing area 86.12 s (927 sq ft).
Armament: two 30-mm Aden cannon, plus four Firestreak air-to-air missiles
Javelin F.(A/W.) Mk.9
Engines: 2 x Bristol Siddeley Sapphire 203/204, 12,300 lb with reheat
Wingspan: 52 ft
Wingarea: 928 sq.ft
Length: 56 ft 4 in
Height: 16 ft
Wheel track: 23 ft 4 in
Armament: 2 x 30 mm Aden cannon
Gloster G.42 / E.1/44
Late in 1944, Gloster began construction of an all-metal single-seat fighter designed around the RB.41 centrifugal-flow turbojet being developed by Rolls-Royce and to emerge as the Nene. To the requirements of Specification E.1/44, the first prototype was completed in July 1947, but suffered irreparable damage when the vehicle transporting it to the A&AEE was involved in an accident.
A second prototype was completed and flown on 9 March 1948, this being powered by a 2268kg Nene 2 turbojet and having provision for four 20mm Hispano cannon. After initial flight testing the tail assembly was redesigned to improve handling. A third prototype was flown in 1949, and a fourth was nearing completion when it was decided that the single-engined fighter lacked the development potential of the twin-engined Meteor, further work being discontinued.
Max take-off weight: 5203 kg / 11471 lb
Empty weight: 3747 kg / 8261 lb
Wingspan: 10.97 m / 35 ft 12 in
Length: 11.58 m / 37 ft 12 in
Height: 3.55 m / 11 ft 8 in
Wing area: 23.60 sq.m / 254.03 sq ft
Max. speed: 998 km/h / 620 mph
