Porsche stopped making aircraft engines around 1970.
Post WW2
Pope Thunderbird P-2
Built by Leon Pope in 1959, the Thunderbird P-2 was a single-place, open cockpit biplane. Registered N379, it looked like a Pitts, but actually was an original design, first flying on 18 June 1959.
Engine: 100hp Lycoming O-235
Wingspan: 18’9″
Length: 15’0″
Useful load: 280 lm
Max speed: 145 mph
Cruise: 115 mph
Stall: 55 mph
Range: 400 mi
Seats: 1
Pope, Leon
Plymouth MI.
USA
Built the original design Thunderbird P-2 in 1959.
Polyteknisk Flyvegruppe Polyt V
The Polyt V, sometimes written as Polyt 5, was intended from the start as a glider tug. It was designed by six graduates and student members of the Flying Group of the Technical University of Denmark, Copenhagen, (Led by Helge Petersen) a group comprising about 50 students and graduates of that University. As many as 20 other Group members built the aircraft.
It is a low wing, single-seat monoplane with a fixed tricycle undercarriage and a high T-tail, powered by a 200 hp (150 kW) Lycoming IO-360-A2B flat four engine, driving either a Polyteknisk two-blade fixed-pitch wooden propeller or a Hoffmann HO27-HM-205B-105 two-blade propeller.
For cooling the engine during low-speed flight, a 21 in (53 cm) diameter fan with 16 plastic blades is mounted in the circular air intake behind the propeller and is capable of blowing some 3,500 cu.ft (99 cu.m) of air per minute – about four times the normal cooling flow. To prevent excessive cooling the under-nose cooling flap aft of the cowling closes automatically during a dive. Fuel in two aluminum tanks in the wings, total capacity 23.24 gal (88 l). Overwing refueling point in each tank. Oil capacity 1.98 gal (7.5 l).
Its wings are built around a wooden box spar and plywood covered except for fibreglass leading edges. Wing section NACA 63-618 at root, NACA 63-218 at tip. Dihedral 4° from roots. Incidence 2°. No sweepback. They carry wide span ailerons with centrally-located trim tabs; inboard are glider style aluminium spoilers or airbrakes which can be extended to 50° to slow the aircraft after a diving release of the glider. When deployed, the spoiler surfaces extend both below and above the wing, the upper part perforated. These surfaces are carried on a shaft at 80% chord, the portion ahead of this shaft being perforated and the rear portion plain. Of aluminum construction, they have a maximum deflection of 50°; their use has no affect on lift or trim.
The tail surfaces are all wood structurally, with plywood covered fixed surfaces and a fabric covered rudder with a short trim tab. The all moving, fabric covered, constant chord tailplane carries full span anti-tabs. Trim tab in rudder.
The fuselage of the Polyt V is a plywood covered box structure, the pilot sitting over the wing under a single piece, rearward-sliding canopy. An electrically driven winch at the rear retrieves the launch cable, which exits the aircraft at the narrow extreme stern of the fuselage, at a rate of about 1 m/s.
Non-retractable tricycle type landing gear. The main wheels are mounted on a 3 m diameter semi-circular glass fibre gear legs one-third arc of a circle of 6 ft 6.5 in (2.00 m) diameter attached to the fuselage underside Cessna CFP 4097 main wheels. The nose wheel unit (leg, wheel and shock-absorber) is largely that of a Piper Colt, fitted with shimmy damper from a Cessna 172. All tires size 600 x 6, pressure 24 lb/sq.in (1.69 kg/sq.cm).
Accommodation is a single seat for pilot under fully-transparent rearward-sliding canopy. Cockpit heated and ventilated. Electrical system includes AC alternator and 12V battery for engine starting, instruments, lights and towing winch. Vacuum pump for directional gyro. Equipment includes an electrically-operated winch in the rear fuselage, which can reel in over 130 ft (ca. 40 m) of nylon tow line in 40 sec after sailplane is released. Aircraft can make seven or eight launches an hour.
The Polyt V flew for the first time on 12 April 1970, construction having started in 1965. The Polyteknisk Flyvegruppe have used the sole Polyt V to launch their various gliders from 1970 to at least 2006. OY-DHP (c/n 12001) remained on the Danish register in 2010 and was still active as a glider tug. Some modifications have been made: the original Polyteknisk designed propeller, optimised for low speed flight has been replaced by a quieter Hoffmann one and the rudder trim tab has been extended to half rudder height.
Specifications
Engine: 1 × Lycoming IO-360-A2B, 150 kW (200 hp)
Propeller: 2-bladed Polyteknisk designed wooden fixed pitch
Prop diameter: 2.05 m (6 ft 9 in)
Length: 6.20 m (20 ft 4 in)
Wingspan: 9.60 m (31 ft 6 in)
Wing aspect ratio: 6.35
Wing chord, constant: 4 ft 11 in (1.50 m)
Height: 2.60 m (8 ft 6 in)
Wing area: 14.4 m2 (155 sq ft)
Empty weight: 615 kg (1,356 lb)
Max takeoff weight: 760 kg (1,676 lb)
Wing loading: 10.8 lb/sq.ft (52.8 kg/sq.m)
Power loading: 8.38 lb/hp (3.8 kg/hp)
Tailplane span: 9 ft 10 in (3.00 m)
Ailerons area (total) : 17.87 sq.ft (1.66 sq.m)
Air-brakes/flaps area (total): 10.98 sq.ft (1.02 sq.m)
Fin area: 12.92 sq.ft (1.20 sq.m)
Rudder area, incl. tab: 5.06 sq.ft (0.47 sq.m)
Tailplane area, incl. tab: 29.06 sq.ft (2.70 sq.m)
Wheel track: 7 ft 0.5 in (2.15 m)
Wheel base: 4 ft 9 in (1.5 m)
Propeller ground clearance: 6 in (15 m)
Maximum speed: 200 km/h (124 mph; 108 kn) at sea level
Max dive speed: 144 mph (232 kmh)
Cruising speed: 185 km/h (115 mph; 100 kn) maximum at sea level
Econ cruise speed: 103.5 mph (166 kmh) at sea level
Stall speed: 46 mph (74 kmh)
Endurance: about 2 hrs
Service ceiling: 5,500 m (18,045 ft)
Climb, solo: 1,575 ft (480 m)/min
Climb, with single-seat glider: 1,050 ft (320 m)/min
Climb, with two-seat glider: 820 ft (250 m)/min
Takeoff run, solo: 280 ft (85 m)
Takeoff run, with single-seat glider: 510 ft (155 m)
Takeoff to 50 ft (15 m), solo: 460 ft (140 m)
Takeoff to 50 ft (15 m), with single-seat glider: 900 ft (275 m)
Landing run from 50 ft (15 m): 920 ft (280 m)
Landing run: 460 ft (140 m)
Crew: 1
Polliwagen Polliwagen
Designed by Argentine-born Joseph Alvarez in 1973, the Polliwagen derives its name from its appearance and its engine type. It is powered by a Revmaster R-2100-D turbocharged Volkswagen conversion. The Revmaster is closely cowled behind a two-position, constant-speed Maloof metal propeller of 59 inches diameter. The Polliwagen’s ex¬ceptionally clean lines give it an excellent speed-to-power ratio as well as fine aerodynamic handling characteristics. The wings are Wort¬mann FX-67-K-1 50 wing section with full-span trailing edge flaps and ailerons. Both the wings and fuselage make use of foam/epoxy com¬posite construction. Prefabricated parts are also offered in the Polliwagen kit including: molded windshield and canopy, landing gear, disc brakes, complete panels, composite structure wingtip fuel tanks, outward-breaking cabin structure, T-tail, etc.
First year built: 1978. Units delivered to June 1981: 300 kits, 65 flying. Price 1982: $5,500 (Excludes engine).
Engine 78-hp Revmaster VW
Gross Wt. 1250 lb
Empty Wt. 650 lb
Fuel capacity 25 USG
Wingspan 26 ft
Length 16 ft
Wing area: 90 sq.ft
Top 200+ mph
Cruise 180 mph
Stall 51 mph
Climb rate 925 fpm
Range 1000 fpm
Takeoff run 500 ft
Landing roll 500 ft
Seats: 2
Polikarpov Po-2 / U-2 / RV-23 / E-23 / PZL Mielec CSS-13
The U-2TPK prototype, which appeared in early 1927 was designed by N.N.Pellyakov, had been built to achieve economy in repair and maintenance, the wings comprising four identical thick-section interchangeable rectangular panels with square tips. Similarly, a common control surface was used for ailerons, elevators and rudder. The result was a biplane with very poor flight characteristics. It had thus to be redesigned, appearing as a neat, manoeuvrable biplane having staggered single-bay wing with rounded tips, conventional cross-axle landing gear, and tandem open cockpits for instructor and pupil. Powered by a 75kW radial engine, the new prototype made its first flight on 7 January 1928. An immediate success, it was placed in quantity production, deliveries starting in 1928, and by the time of the German invasion of the Soviet Union in mid-1941 over 13,000 had been completed.
Though its principle role was primary training, the U-2 was soon modified as a light passenger transport, air ambulance and agricultural aircraft. Production continued on a massive scale during World War II, and the U-2 took on an even wider range of duties, including liaison, light attack, night nuisance raider and propaganda aircraft complete with microphone and loudspeaker.
The Russians organized an entire regiment of women pilots to attack German targets at night. Called Nächthexen, or “Night Witches,” by the Germans, they operated Po-2s.
On 3 March 1944 the German 1st Easrwen Squadron ( I.Ostfliegerstaffel) was transferred to Lida airfield near Vilna (Lithuania). This unit consisted of Russian volunteers who flew captured Soviet U-3 biplanes, they called ‘sewing machines’. The unit had been set up in Daugavpils (Latvia) in December 1943, and now its members flew operations in the zone of Luftflotte 6 under General Ritter von Greim. The observers on board he U-2s dropped small-calibre bombs by hand. The aircraft flew every night when visibility permitted, crossing over the Soviet lines with nuisance raids.
In time, the Po-2 set a record for a basic design: A grand total of some 40,000 were produced. The Soviet Union built Po-2s from 1928 to 1951, and Poland turned them out under license from 1948 to 1955. But that was not the end of it. Numerous aeroclubs and enthusiasts kept constructing them in Russia until 1959.
After Polikarpov’s death, on 30 July 1944, the U-2 was redesignated Po-2 in his honour, and post-war it continued in production in the USSR for several years. Trainer and ambulance variants were built on a large scale in Poland from 1948 to 1953, Po-2s served with many Soviet allies and a small number still remain in flying condition in the USSR and several other countries. The total built is credibly reported to be in excess of 40,000.
In 1947, the aviation of the People’s Army of Poland turned to the Polish aviation industry with an order to start serial production of the Soviet Po-2 training and liaison aircraft. In the USSR, it was agreed to sell its license and in 1948, the Central Aircraft Study in Warsaw, under the direction of Stanisław Lassota, the licensing documentation for the aircraft was prepared. The license version of the aircraft differed from the Po-2 prototype in a different type of ailerons, had a trim on the elevator, different shock absorber fairings and some on-board instruments, minor improvements in the airframe design, as well as an improved engine, so the designation was changed to CSS-13.
The production of the aircraft began at WSK-Mielec in December 1948. The prototype of the aircraft, SP-AKZ, made its first flight on December 18, 1948 and the pilots were Ludwik Lech and Kazimierz Tyrlik. In the following year, its testing was carried out at the Institute of Aviation in Warsaw. During the tests, it was found that the aircraft has good handling characteristics and behaved safely at take-off and landing.
In 1999, the first serial model was flown. Serial production of the aircraft lasted at PZL Mielec from 1949 to 1950, and then 1952-1956 at WSK Okęcie in Warsaw. In total, 560 CSS-13 aircraft were produced in the years 1949–1956, of which 180 at PZL Mielec and 380 at WSK Okęcie. Airplanes of this type, popularly known as “Pociaki” or “Papayas”, were used by military, agricultural aviation as well as by flying clubs.
The first new aircraft were directed to aviation units and military schools as early as 1949. In the first half of the 1950s, CSS-13 aircraft were the basic aircraft in squadrons and liaison keys of the air forces. The following versions were used: liaison equipped with a double control system, bomber with a sight glass in the lower right wing for targeting with a gunsight and bomb locks under the wing and placed on the top of the fuselage, behind the second cabin on a rack, a movable aircraft machine gun. In addition to the air force, CSS-13 aircraft were used in the aviation units of the Navy and in the Border Protection Forces to patrol the state border.
During 1953–1955, LOT Polish Airlines operated 20 CSS-13 aircraft adapted for agricultural purposes (dusting crops and forests). In the flying clubs, CSS-13 aircraft were used in the 1960s for pilot training, training flights, glider towing, and parachute jumpers transport.
In 1953, a prototype of the version of the CSS-13 aircraft was built and flown at the Okęcie airport in Warsaw, marked as CSS S-13, designed by Tadeusz Sołtyk, M.Sc. A total of 59 aircraft of this type were produced.
Dozens of them have been exported, e.g. to Romania and Hungary. The last copy was withdrawn from use in 1978.
A Polish-built ambulance version has a raised rear decking.
Replica:
Rusavia Polikarpov U-2
Variants:
U-2: Basic model, built in large numbers as a two-seat primary trainer. It was also built in many different versions, both as civil and military aircraft. The U-2 variants also included a light transport, utility, reconnaissance and training aircraft. Power plant was the M-11 radial piston engine of 75 kW (100 hp). Later models were also equipped with uprated M-11 engines of 111 kW (150 hp). Some aircraft were fitted with a rear closed cabin, other were fitted with sledges or floats.
U-2A: Two-seat agricultural crop dusting aircraft, powered by an 86 kW (115 hp) M-11K radial piston engine. Later redesignated Po-2A after 1944.
U-2AO: Two-seat agricultural aircraft.
U-2AP: Agricultural aircraft, with a rear cab replaced with a container for 200–250 kg (441-551 lb) of chemicals. 1,235 were built in 1930–1940.
U-2G: This experimental aircraft had all the controls linked to the control column. One aircraft only.
U-2KL: Two aircraft fitted with a bulged canopy over the rear cabin.
U-2LSh: Two-seat ground-attack, close-support aircraft. The aircraft were armed with one 7.62 mm (0.30 in) ShKAS machine-gun in the rear cockpit. It could also carry up to 120 kg (265 lb) of bombs and four RS-82 rockets. Also known as the U-2VOM-1.
U-2LPL: Experimental prone-pilot research aircraft.
U-2M: This floatplane version was fitted with a large central float and two small stabilizing floats. Not built in large numbers. Also known as the MU-2.
U-2P: Floatplane version, built only in limited numbers, in several variants with different designations.
U-2S: Air ambulance version, built from 1934. It could take a physician and an injured on a stretcher on a rear fuselage, under a cover. Variant U-2S-1 from 1939 had a raised fuselage top upon the stretcher. From 1941 there were also used two containers for stretchers, that could be fitted over lower wings or two containers for two seating injured each, fitted under lower wings.
U-2SS: Air ambulance aircraft.
U-2ShS: Staff liaison version, built from 1943. It had a wider fuselage and a closed 4-place rear cab.
U-2SP: Civil transport version, could carry two passengers in open individual cabs, built from 1933. Other roles included aerial survey, and aerial photography. A total of 861 were built between 1934 and 1939.
U-2SPL: This limousine version was fitted with rear cabin for two passengers.
U-2UT: Two-seat training aircraft, powered by an 86 kW (115 hp) M-11D radial piston engine. Built in limited numbers.
U-2LNB: Somewhat like the earlier -LSh version, a Soviet Air Force two-seat night attack version, built from 1942. Armed with one 7.62 mm (0.30 in) ShKAS for rear defense, plus up to 250 kg of bombs under the wings for land support. Earlier aircraft were converted to improvised bombers from 1941.
U-2VS: Two-seat training and utility aircraft. Later redesignated Po-2VS after 1944.
U-2NAK: Two-seat night artillery observation, reconnaissance aircraft. Built from 1943.
U-3: Improved flying training model, fitted a 149 kW (200 hp) seven cylinder M-48 radial engine.
U-4: Cleaned-up version with slimmer fuselage; not built in large numbers.
- (Total U-2 manufacture: 33,000)
Po-2: Postwar basic trainer variant.
Po-2A: Postwar agricultural variant.
Po-2GN: “Voice from the sky” propaganda aircraft, fitted with a loud speaker.
Po-2L: Limousine version with an enclosed passenger cabin.
Po-2P: Postwar floatplane version; built in small numbers.
Po-2S: Postwar air ambulance variant, with a closed rear cab.
Po-2S-1: Postwar ambulance version, similar to the pre-war U-2S.
Po-2S-2: Postwar ambulance version, powered by a M-11D radial piston engine.
Po-2S-3: Postwar ambulance version, which had two underwing containers, each one was designed to transport one stretcher patient. Also known as the Po-2SKF.
Po-2ShS: Staff communications aircraft, fitted with an enclosed cabin for the pilot and two or three passengers.
Po-2SP: Postwar aerial photography, geographic survey aircraft.
RV-23: This floatplane version of the U-2 was built in 1937. It was used in a number of seaplane altitude record attempts. The RV-23 was powered by a 529 kW (710 hp) Wright R-1820-F3 Cyclone radial piston engine.
CSS-13: Polish licence version, built in Poland in WSK-Okęcie and WSK-Mielec after World War II (about 500 built in 1948–1956).
CSS S-13: Polish ambulance version with a closed rear cab and cockpit and Townend ring (53 built in WSK-Okęcie in 1954–1955, 38 converted to S-13).
E-23: Research version, built in the Soviet Union in 1934, for research into inverted flight.
Engine: 1 x Schvetsov M-11, 74-118kW
Max take-off weight: 983 kg / 2167 lb
Empty weight: 740 kg / 1631 lb
Wingspan: 11.4 m / 37 ft 5 in
Length: 8.2 m / 27 ft 11 in
Height: 3.1 m / 10 ft 2 in
Max. speed: 146 km/h / 91 mph
Cruise speed: 100-130 km/h / 62 – 81 mph
Ceiling: 5000 m / 16400 ft
Range w/max.payload: 430 km / 267 miles
Crew: 1
Passengers: 1-2
CSS-13
Engine: M-11D, 125 hp (92 kW)
Wing span: 11,4 m
Wing area: 33,15 m2
Length: 8,17 m
Height: 3,1 m
Empty weight: 723 kg
MTOW: 1057 kg
Maximum speed: 150 km/h
Stall: 70 kph
Ceiling: 3000 m
ROC: 2.0 m/s
Range: 650 km
Armament: 1 x 7.62 mm ShKAS machine gun
Bombload: 300 kg
Pober P-9 Pixie / Acro Sport Inc Pober Pixie
The single-seat Pober Pixie is another homebuilt designed by Paul Poberezny. It originally started as an effort to help pilots beat high operational costs and was designated Project Econoplane in 1974. Inspired by a Heath Parasol LN, the Pixie is a parasol monoplane powered by a Limbach VW engine rated at 50 to 75 hp. Full-span ailerons give excellent roll with little yaw on entry and recovery. This is a beginner’s project for construction, with highly detailed plans, and the cost level is low. Can be powered with a VW conversion or Continental A-65.
The fuselage is 4130 steel tube, wings are Sitka spruce, covering is with Stits Poly-fiber.
Engine: VW, 55 hp
HP range: 50-75
Speed max: 133 mph
Cruise: 83 mph
Range: 290 sm
Stall: 30 mph
ROC: 500 fpm
Take-off dist: 300 ft
Landing dist: 300 ft
Service ceiling: 13,500 ft
Fuel cap: 12.3 USG
Weight empty: 543 lbs
Gross: 900 lbs
Height: 6.2 ft
Length: 17.25 ft
Wing span: 29.83 ft
Wing area: 134.2 sq.ft
Seats: 1
Landing gear: tail wheel
Acro Sport Inc Pober Pixie
Top speed: 130 mph
Cruise: 83 mph
Stall: 30 mph
Range: 290 nm
Rate of climb: 500 fpm
Takeoff dist: 300 ft
Landing dist: 300 ft
Service ceiling: 13,000 ft
Engine: Continental A-65, 65 hp
HP range: 50-75
Fuel capacity: 12.3 USG
Empty weight: 543 lb
Gross weight: 900 lb
Height: 6.2 ft
Length: 17.3 ft
Wing span: 29.8 ft
Wing area: 134.2 sq.ft
Seats: 1
Landing gear: tailwheel
Poage Eindekker
The Poage Eindekker was built by Jack Poage, of Churchville MD. USA, circa 1971. Registered N101SC, it was a single-place cabin, mid-wing monoplane, aerobatic aircraft.
Poage, Jack
Churchville MD.
USA
Built the Poage Eindekker circa 1971.
Plowright Gyroplane
The Plowright Gyroplane c/n 1 was registered ZK- HBP in November 1966. Built by M Plowright but not flown, it was scrapped registration cancelled circa January 1990.
All Aero 