On 23 July 1955 the first prototype was flown of a two-seat basic trainer designated P.Z.L. TS-8 and later named Bies (Fiend). A cantilever low-wing monoplane with retractable tricycle landing gear, powered by a Narkiewicz WN-3 radial engine and accommodating two in tandem beneath a jettisonable transparent canopy, initial deliveries to the Polish air force began in 1958.
The type established several class speed records, and that set on 20 May 1957, of 320.362km/h over a 2000km closed circuit, remained unbeaten until August 1982.
Built until 1962, this fully aerobatic trainer remained in service for some six years, initial deliveries of the TS-11 Iskra which replaced it in service in the Polish air force beginning in 1964.
Engine: 340 hp / 246kW Narkiewicz WN 3 Span, 34 ft 5 in (10.5 m) Length, 27 ft 10 in (8.5 m) Wing area, 205.6 sq.ft (19.1 sq.m) Height, 3.3 m (11 ft 10 in) Empty weight, 2,359 lb (1070 kg) Loaded weight, 5,417 lb (1550 kg) Max speed, 194 mph (312 kph) Cruise, 168 mph (270 kph) Initial climb, 1340 fpm (6.8 m/sec) Service ceiling, 19,685 ft (6000 m) Range 497 mls (800 km)
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 PZL P.24 was developed as an export version of the PZL P.11, a gull-wing all-metal fighter designed by Zygmunt Puławski. The P.11 was powered with a license-built Bristol Mercury engine. The license did not permit export sales, so the French Gnome-Rhône company proposed using their engines in the P.11. The airframe of the P.Z.L. P.11 being redesigned to accept a new Gnome-Rhone engine designated 14Kds Mistral Major and rated at 760 hp / 567kW. The first P.24/I prototype, based on the P.11a, was flown in May 1933. The initial flight of the P.Z.L. P.24/I prototype ended in a forced landing when the propeller disintegrated. The P.24/I did not fly again until October 1933, showing a need for many modifications which were introduced in the P.24/II second prototype. The second P.24/II prototype, named the “Super P.24”, set a world speed record for radial engine-powered fighters (414 km/h) on 28 June 1934. The third P.24/III prototype was the “Super P.24bis” with a more powerful 694kW 14Kfs engine, flown in 1934 and armed with two 20mm cannon and two machine-guns. The armament was a combination of 20 mm Oerlikon FF cannon and 7.92 mm Colt-Browning machine guns in the wings. The type was shown at the Paris air show in 1934 attracting great interest from the participants.
The second prototype of the PZL P.24
The aircraft was conventional in layout, with high wings. It was all-metal and metal-covered. The wings had a gull-wing shape, with a thin profile close to the fuselage, to provide a good view for the pilot. This configuration was developed by Zygmunt Pulawski and called “the Polish wing”. The canopy was closed (apart from prototypes). An internal 360 liter fuel tank in the fuselage could be dropped in case of fire emergency. It had conventional fixed landing gear, with a rear skid.
The first export order came from Turkey, which not only negotiated a licence for the manufacture of the P.24, but also ordered 14 P.24A fighters generally similar to that shown at Paris, 26 P.24C aircraft with four wing-mounted machine-guns, and components plus raw materials for the assembly of 20 more P.24As. The 20 P.24A/Cs were built under license in Turkey in Kayseri, followed by an additional 30 P.24G aircraft. Turkish P.24s were used for training until the late 1940s. Some were refitted with Pratt & Whitney Twin Wasp engines.
Next came an order from Bulgaria for 14 P.24B aircraft which were similar to the P.24C apart from installed equipment and were delivered from early 1938, followed by 24 P.24Cs and 26 examples of the P.24F, the final development of the type, which introduced a 723kW Gnome-Rhone 14N.07 engine of smaller diameter and had twin cannon and twin machine-gun armament. 22 were delivered from Poland in July 1939, just before the outbreak of World War II. The remaining four, lacking propellers, were bombed in the Okecie factory in September 1939 by the Germans.
The P.24E, developed to meet a Romanian requirement, was generally similar to the P.24C: six built by P.Z.L. had 671kW Romanian-built Gnome-Rhone 14Kllc32 engines, but later examples of the 40 or so P.24Es built by I.A.R. in Romania between 1937 and 1939 had the 701kW I.A.R.-built 14KMc36 engine.
In late 1939 I.A.R. developed a low-wing version of the P.24E under the designation I.A.R.80. Some components of the P.24E, mainly its tail section, were used in construction of the IAR 80. The four machine-gun equivalent of the P.24F had the designation P.24G.
The Greek Air Force first bought five P.24As in 1937, then 25 P.24Fs and six P.24Gs in 1938. The contract of the P.24 supply was signed in September, 1936, with final delivery date in May 1937 (due to the delayed delivery of the “Skoda” LK 32 machine guns from the Czechoslovakian construction factory). They had the standard equipment specifications with German radio and American oxygen supply system. They comprised almost the entire fighter strength of this last air force and were deployed with considerable success against both the Luftwaffe and Regia Aeronautica. The fighters were used to guard Bucharest and the Ploieşti oilfields from Soviet bombers at the start of Operation Barbarossa. Flying from Otopeni military airbase, the PZL P.24 fighters managed to shoot down 37 unescorted VVS bombers. 11 were destroyed on the ground. The P.24E was also used for ground attack missions until the end of 1941 and after 1942 it was relegated to training duties because of its obsolescence.
P-24F
Despite being a better fighter than the P.11, there were few acquired by the Polish Air Force, which preferred to wait for the PZL.50. When it became clear the PZL.50 would not be ready in time to counter the imminent German attack, the PAF resumed production of the P.11 and ordered the P.24. However, no PZL.24s were produced before the war started, and only two were used in the Polish Campaign. Polish Air Force had one PZL P.11g Kobuz which was used during Invasion of Poland. This aircraft, piloted by H. Szczęsny shot down two German aircraft on 14 and 15 of September. Usually this aircraft is identified as a P.24.
P.24 Enginne: Gnome-Rhône 14Kfs, 930 hp Armament: two 20 mm cannon and two machine guns.
P.24A It entered production as the P.24A.
P.24B The P.24B version was armed with four machine guns.
P.24C The P.24C was armed with four machine guns and two 50 kg bombs.
P.24D The P.24D was developed for sale to Hungary, but it was not completed, Hungary purchasing the Fiat CR.32 instead.
IAR P.24E The P.24E version was license-built in Romania by Industria Aeronautică Română as the IAR P.24E.
P.24F The P.24F was armed with two cannon and two machine guns and bombs and powered with the more powerful 970 hp (720 kW) Gnome-Rhône 14N-07 engine.
P.24G The last production version was the P.24G, produced from 1937 and powered with the more powerful 970 hp (720 kW) Gnome-Rhône 14N-07 engine. The P.24G was armed with four machine guns and bombs.
P.24H The P.24H was to be powered with a Gnome-Rhône 14N-21 engine (1,100 hp) and carry four cannon or two cannon and two machine guns, but it was not completed.
P.24J The P.24J version was to be armed with four cannon and was to be saled for export.
Specifications:
P.24A Engine: 1 × Gnome-Rhône 14Kfs, 900 hp / 930 hp (max) (671 kW / 693 kW (max)) Wingspan: 10.71 m (32,80 ft) Wing area: 17.90 sq.m (192.7 sq.ft) Length: 7.50 m (22.96 ft) Height: 2.69 m (8.82 ft) Empty weight: 1,327 kg (2,925 lb) Loaded weight: 1,870 kg (4,121 lb) Max. takeoff weight: 2,000 kg (4,400 lb) Power/mass: 0.376 kW/kg (0.230 hp/lb) Maximum speed: 410 km/h (254 mph) Range: 700 km (435 mi) Service ceiling: 9,000 m (29,527 ft) Rate of climb: 11 m/s (2,160 ft/min) Crew: 1 Armament: 2 MGs, 2 20mm cannon Bombload: 4 x 12.5 kg bombs
P.24B Engine: 1 × Gnome-Rhône 14Kfs, 900 hp / 930 hp (max) (671 kW / 693 kW (max)) Wingspan: 10.71 m (32,80 ft) Wing area: 17.90 sq.m (192.7 sq.ft) Length: 7.50 m (22.96 ft) Height: 2.69 m (8.82 ft) Empty weight: 1,327 kg (2,925 lb) Loaded weight: 1,870 kg (4,121 lb) Max. takeoff weight: 2,000 kg (4,400 lb) Power/mass: 0.376 kW/kg (0.230 hp/lb) Maximum speed: 410 km/h (254 mph) Range: 700 km (435 mi) Service ceiling: 9,000 m (29,527 ft) Rate of climb: 11 m/s (2,160 ft/min) Crew: 1 Armament: 4 MGs Bombload: 4 x 12,5 kg (27,5 lb)
P.24C Engine: 1 × Gnome-Rhône 14Kfs, 900 hp / 930 hp (max) (671 kW / 693 kW (max)) Wingspan: 10.71 m (32,80 ft) Wing area: 17.90 sq.m (192.7 sq.ft) Length: 7.50 m (22.96 ft) Height: 2.69 m (8.82 ft) Empty weight: 1,327 kg (2,925 lb) Loaded weight: 1,870 kg (4,121 lb) Max. takeoff weight: 2,000 kg (4,400 lb) Power/mass: 0.376 kW/kg (0.230 hp/lb) Maximum speed: 410 km/h (254 mph) Range: 700 km (435 mi) Service ceiling: 9,000 m (29,527 ft) Rate of climb: 11 m/s (2,160 ft/min) Crew: 1 Armament: 4 MGs Bombload: 2 x 50 kg
P.24E Engine: 1 × Gnome-Rhône 14KIIc32, 900 hp / 930 hp (max) (671 kW / 693 kW (max)) Wingspan: 10.71 m (32,80 ft) Wing area: 17.90 sq.m (192.7 sq.ft) Length: 7.50 m (22.96 ft) Height: 2.69 m (8.82 ft) Empty weight: 1,327 kg (2,925 lb) Loaded weight: 1,900 kg (4,188 lb) Max. takeoff weight: 2,000 kg (4,400 lb) Power/mass: 0.376 kW/kg (0.230 hp/lb) Maximum speed: 408 km/h (253 mph) Range: 700 km (435 mi) Service ceiling: 10,000 m (32,808 ft) Rate of climb: 11 m/s (2,160 ft/min) Crew: 1 Armament: 2 MGs, 2 20mm cannon Bombload: 2 x 50 kg (110 lb)
P.24F Engine: 1 × Gnome-Rhône 14N-07, 970 hp (700 kW) Wingspan: 10.68 m (32,80 ft) Wing area: 17.90 sq.m (192.7 sq.ft) Length: 7.81 m (22.96 ft) Height: 2.69 m (8.82 ft) Empty weight: 1,329 kg (2,930 lb) Loaded weight: 2,000 kg (4,409 lb) Max. takeoff weight: 2,000 kg (4,400 lb) Power/mass: 0.376 kW/kg (0.230 hp/lb) Maximum speed: 430 km/h (267 mph) Range: 700 km (435 mi) Service ceiling: 10,000 m (32,808 ft) Rate of climb: 11,1 m/s (2,165 ft/min) Crew: 1 Armament: 2 MGs, 2 20mm cannon Bombload: 2 x 50 kg (110 lb)
P.24G Engine: 1 × Gnome-Rhône 14N-07, 970 hp (700 kW) Wingspan: 10.68 m (32,80 ft) Wing area: 17.90 sq.m (192.7 sq.ft) Length: 7.81 m (22.96 ft) Height: 2.69 m (8.82 ft) Empty weight: 1,329 kg (2,930 lb) Loaded weight: 2,000 kg (4,409 lb) Max. takeoff weight: 2,000 kg (4,400 lb) Power/mass: 0.376 kW/kg (0.230 hp/lb) Maximum speed: 430 km/h (267 mph) Range: 700 km (435 mi) Service ceiling: 10,000 m (32,808 ft) Rate of climb: 11,1 m/s (2,165 ft/min) Crew: 1 Armament: 4 MGs Bombload: 2 x 50 kg
In response to the Polish Air Force’s need to replace its ageing biplane Potez 25 and Potez 27 light bomber/reconnaissance aircraft, a specification was presented to PZL in 1931 (Panstwowe Zaklady Lotnicze – the State Aviation Works) calling for an all-metal light bomber plane powered by a Bristol Pegasus air-cooled radial engine, which should carry a minimum 600 kg (1330 lb) bomb-load, and whose maximum speed should reach 300 km/h (186 mph). Another requirement was the ability to operate from improvised airfields.
During 1931 P.Z.L. had designed a six-passenger single-engine light transport, the P.Z.L. P.13, for service with LOT, but as it had no appeal to the airline its development was abandoned. It was decided subsequently to use this aircraft as the basis for an army co-operation aircraft accommodating a crew of three, and using as powerplant a licence-built version of the Bristol Pegasus radial engine.
Necessary changes to the project, apart from fuselage redesign, included the addition of wing flaps, and the provision for weapons mountings. The wing was designed by Franciszek Misztal, based on his original stressed-skin main spar concept, which had earlier been only tested on the PZL 19 high-performance touring airplane.
The first PZL P.23 prototype
Following evaluation of the design by the Department of Aeronautics, P.Z.L. was instructed to build three prototypes and the first was powered by a 440kW Bristol Pegasus IIM2. Serious problems with the wing’s construction caused delays, and the first prototype, powered by the Bristol Pegasus II M2 engine made its maiden flight in August 1934. This aircraft had the designation P.23/I and name Karas (crucian carp), but testing soon revealed a number of shortcomings. The first prototype revealed many problems, which were overcome by the second and third prototypes. The fuselage was redesigned, with internal bomb bay removed to provide more space for the crew, and engine installation lowered for better visibility. The wing’s mechanization was redesigned with automatic slats added on the leading edge, and the wing root fairings significantly enlarged.
The P.23/II crashed during flight trials, but the P.23/III performed well and during development flying was modified progressively to what was to be production standard.
After additional changes to the engine fairing and the exhaust, the airplane was accepted by the Lotnictwo Wojskowe and given the designation PZL P.23A Karas. In 1935 production orders were placed for 40 examples of the P.23 Karas A with the 433kW P.Z.L.-built Pegasus II, and 210 of the P.23 Karas B with the 507kW P.Z.L.-built Pegasus VIII. The first P.23A Karas A flew in June 1936, but development problems with the Pegasus II engine resulted in these aircraft being relegated to the training role. The production started in the end of 1935 but its pace suffered because of frequent problems with the Pegasus II M2 engines, license-built by the Polish Skoda works (this engine variant was never produced by Bristol). In addition, the leading-edge slats proved unreliable, and were consequently removed. Only 40 P.23As were built and assigned to training duties, pending the availability of the P.23B variant fitted with the more powerful Bristol Pegasus VIII engine, whose production commenced in the summer of 1936. In February 1937 the production reached the pace of 20 aircraft per month, and the original order for 200 P.23s was fulfilled in September 1937. However, the P.23B Karas B began to enter service in mid-1937 and when production ended the type equipped 14 first-line squadrons. Additional 50 aircraft were ordered, and the production of the P.23B variant concluded in February 1938.
2 September 1939 – preparing for the first bombing raid onto German soil
One Karas B was modified under the designation P.42 to serve as a development aircraft for the improved P.46 Sum, with a twin fin/rudder tail unit and a retractable ventral gondola. However, the P.46 did not materialise beyond the prototype stage and the P.42 was subsequently converted back to Karas B standard.
P.42
The standard Polish light bomber and reconnaissance aircraft, the PZL.23 Karaś could not be exported because of licence restrictions on the use of the Polish-built (PZL) Bristol Pegasus engine. Developed under the leadership of Henryk Malinowski, the PZL.43 was an improved export variant of the PZL.23, powered instead by a Gnome-Rhône 14K engine, first flying in February 1937.
Like its P.23, the PZL.43 was conventional in layout, a low-wing, all-metal, metal-covered cantilever monoplane. Its fuselage was semi-monocoque. It had a crew of three: pilot, bombardier and an observer/rear gunner. The pilot and observer’s cockpits were in tandem and glazed with the open rear gunner’s position behind. The bombardier occupied a ventral combat gondola which had a machine gun position at the rear. The fixed undercarriage was heavily spatted, though not suited for rough airfields. Tanks in the centre section of the wings held 740 litres of fuel. A three-bladed propeller was used.
PZL P.43 Karaś
The differences between the two types derived chiefly from use of the heavier and longer (two rows of seven cylinders) Gnome-Rhône engine. To maintain the centre of gravity the fuselage was lengthened by adding one central section which moved the bombardier’s gondola rearwards. The new engine improved performance considerably, for example increasing maximum speed from 319 km/h to 365 km/h. In addition, armament was increased with two forward firing Karabin maszynowy wz. 36 machine guns mounted in offset fairings to clear the radial engine. Up to 700 kg of bombs could be carried under the wings, like the PZL.23. A common option was 24 x 12.5 kg bombs (300 kg in total). A camera was fitted. A P-23B was used for testing metallic three-bladed Hamilton Standard propeller.
No prototype preceded the production series of 12 aircraft completed in 1937. These were designated PZL.43A and powered by Gnome-Rhône 14Kirs motors of 900 to 930 hp (671 to 694 kW). An order was placed in April 1936, with the additional requirement of a more powerful Gnome-Rhone 14N-01 engine and an additional forward-firing machine gun, and 12 were built for the Bulgarian air force, given the designation PZL 43A, and delivered in 1937, reforming their airforce after a period of post-World War I treaty constraints. The Bulgarian Airforce called it the Chaika (Чайка, gull). Because of delays in engine shipments from France, this first series was eventually fitted with Gnome-Rhone 14kfs engines.
P-43A
This model differed by having the 694kW Gnome-Rhone radial engine, improved crew accommodation, and armament increased by the addition of a second forward-firing machine-gun. The excellent performance of the P.43A Karas led to a repeat order in March 1938, totalling 42, for a further improved P.43B Karas with the 950 to 1,020 hp (708 to 761 kW) Gnome-Rhone 14N.1. Of this total 33 were despatched and delivered by August 1939; of the balance, eight had been packed for despatch and the ninth was in final assembly.
Three complete aircraft from the Bulgarian order were left at Okęcie and these were damaged during an air raid on 4 September and later captured by the Germans in a factory in Warszawa-Okęcie. Some damaged aircraft left at Okęcie airfield were captured by the Germans. Five were repaired and delivered to Bulgaria. Another was tested by the Germans in Rechlin in 1940 before joining the others in Bulgaria in October.
Along with 12 PZL.43s and two PZL.43As delivered by Germany in 1940, these gave Bulgaria a total of 50 aircraft. They initially served in three 12-aircraft squadrons of the 1st Line Group (linyen orlyak). From 1942 they were used in the 1st Reconnaissance Regiment and 2nd Line Regiment. Chaikas were used mostly for training and searching for partisans in Macedonia in 1943–44. Several of them crashed during service and there were difficulties in obtaining spare parts. In 1944 they were withdrawn from combat service and were eventually written off in 1946.
P-43B
At the time of the German invasion of Poland, nine PLZ.43As of the Bulgarian order were crated ready for delivery or were incomplete, two lacking propellors. Five survived the initial German bombing attacks on the P.Z.L. factory and were moved to the airfield at Bielany and taken over by the Polish Air Force for use by 41 Eskadra Rozpoznawcza (41st Reconnaissance Squadron) which was mostly equipped with PZL.23 Karaś. They undertook reconnaissance duties but by 10 September 1939, there were the only two aircraft remaining. One was shot down by a Messerschmitt Bf 110 at Michałówek near Sulejówek and the crew killed. The second, damaged by a pair of Messerschmitt Bf 109s, two days later, crash landed in Brześć.
During the September campaign 114 P.23s were flown by first-line units, and additional 11 (including the five PZL 43s) were received as replacements. Of these, only 17 reached Romania on September 17.
Sometimes the aircraft is called the “PZL P.43”, but despite an abbreviation P.43 painted on the tail fin, the letter “P” was generally reserved for fighters of Pulawski’s design (like the PZL P.11).
PZL.43A Second production series with more powerful Gnome-Rhône 14N-01 engine, 42 built.
PZL.43B Improved version, powered by a 980 hp (731 kW) Gnome-Rhône 14N-01 engine.
Operators:
Bulgarian Air Force operated 50 aircraft
jato/ Obrazcow Orliak (2. Squadron of the Exemplary Wing) operated 12 PZL.43
Lineen Orliak (Level-flight (bomber) Squadron) operated 36 PZL.43A, 12 in each jato (Squadron)
Razuznawatelen Polk (Reconnaissance Regiment) operated PZL.43A between March 1942 and August 1944
Lineen Polk (Level-flight (bomber) Regiment) operated PZL.43A between March 1942 and August 1944
jato za blisko razuznavanye (Close Distance Reconnaissance Squadron) operated 13 PZL.43A between August 1944 and early 1945
jato za blisko razuznavanye operated 11 PZL.43A between August 1944 and early 1945
Luftwaffe tested captured aircraft.
Polish Air Force 41 Eskadra Rozpoznawcza (Reconnaissance Squadron) operated five PZL.43A aircraft
PZL.43A Engine: 1 × Gnome-Rhône 14N-01, 1020 hp (750 kW) Wingspan: 13.95 m (45 ft 9 in) Wing area: 26.8 m² (288 ft²) Length: 9.95 m (32 ft 8 in) Height: 3.3 m (10 ft 10 in) Empty weight: 2,200 kg (4,850 lb) Loaded weight: 3,100 kg (6,830 lb) Useful load: 900-1,325 kg (1,980-2,920 lb) Max. takeoff weight: 3,525 kg (7,770 lb) Maximum speed: 365 km/h at 4,000 m (227 mph at 13,000 ft) Cruise speed: 300 km/h at ground level (186 mph at ground level) Stall speed: 115 km/h (72 mph) Range: 1,250 km (780 mi) Service ceiling: 8,500 m (28,000 ft) Rate of climb: 7.5 m/s (1,480 ft/min) Wing loading: 115 kg/m² (23.7 lb/ft2) Crew: 3 Armament: 2 x 7.92 mm PWU wz.36B fixed in nose; 1 x 7.92 mm PWU wz.36R in rear upper station; 1 x 7.92 mm PWU wz.36R in underbelly station; Bombload: 600-700 kg
P-43B Engine: Gnome-Rhone 14N-01, 980 hp Wingspan: 13.95 m Wing area: 26.80 sq.m Length: 9.95 m Height: 3.30 m Maximum take-off weight: 3525 kg Empty weight: 2200 kg Normal takeoff eight: 3100 kg Maximum speed S/L: 298 kph Maximum speed at altitude: 365 kph Cruising speed: 300 kph Practical range: 1250 km ROC: 450 m / min Service ceiling: 8500 m Crew: 3 Armament: one 7.9-mm front gun and two 7.7-mm Vickers machine gun in rear dorsal and ventral positions Bomb load external: 700 kg
The installation of a radial engine in the P.Z.L. P.7 diminished the forward view for the pilot that was achieved in the P.Z.L. P.1 with its narrower V-12 engine, and it was proposed to improve this situation by the introduction of a Bristol Mercury radial engine, which was of smaller diameter than the Jupiter that powered the P.Z.L. P.7a.
This version of the fighter was designated P.Z.L. P.11, but delay in delivery of a Mercury engine from Bristol resulted in the P.11/1 prototype being flown initially, in August 1931, with a 384kW Jupiter IX.ASb engine licence-built by Gnome-Rhone. It was not until December 1931 that the P.11/II was flown with a 395kW Bristol Mercury IV.A enclosed in a long-chord Townend ring. This prototype was later re-engined with a 373kW Gnome-Rhone 9K Mistral engine, with which powerplant it was exhibited at the 1932 Paris Salon de I’Aeronautique.
A third aircraft with a Mercury engine, the P.11/III, served as a pre-production prototype and, following satisfactory official testing, was approved for production for the Polish air force as the P. 11a. However, it was preceded on the production line by 50 Mistral-powered P.11b aircraft for Romania, all of them delivered by the summer of 1934. Production of the P.11a began with a batch of 30, these being similar to late-production P.11b aircraft, but differed by having the 386kW Skoda-built Mercury IV.S2 engine.
The major production variant was the P.11c which adopted more radical measures to improve the pilot’s field of view, lowering the engine and resitting the pilot farther to the rear on a raised seat, and a number of other improvements were incorporated at the same time. Production of this version totalled 175, the first batch being powered by the 418kW Skoda-built Mercury V.S2, but the remainder by the P.Z.L.-built Mercury VI.S2. A version of the P.11c, powered by a licence-built 9K Mistral engine, was built under licence in Romania by I.A.R. under the designation P.11f, about 80 being produced during 1936-38. Deliveries of the P.11c to Polish fighter squadrons were completed by the end of 1936, and at the outbreak of World War II 12 squadrons were equipped with the type, claiming the destruction of 126 Luftwaffe aircraft for the loss of 114 of their own number. When, in early 1939, it became clear that the planned P.Z.L. P.50 Jastrzab fighter was unlikely to materialise, efforts were made to provide the P.11c with greater capability by the installation of a 626kW licence-built Mercury VIlla engine and four-gun armament. A prototype was flown as the P.11g Kobuz and quantity production was initiated, but the German invasion of Poland, had started before any of these aircraft were delivered.
P-11c Engine: 1 x Bristol Mercury VI.S2, 481kW Wingspan: 10.72 m / 35 ft 2 in Length: 7.55 m / 25 ft 9 in Height: 2.85 m / 9 ft 4 in Wing area: 17.9 sq.m / 192.67 sq ft Max take-off weight: 1630 kg / 3594 lb Empty weight: 1147 kg / 2529 lb Max. speed: 390 km/h / 242 mph Ceiling: 8000 m / 26250 ft Range: 700 km / 435 miles Crew: 1 Armament: 2 x 7.7mm machine-guns, bombs
A parallel development to the P.6, from which it differed essentially in having a higher-altitude engine and some steel elements in the otherwise all-duralumin fuselage structure, the P.7 was powered by a supercharged Bristol Jupiter VII.F radial affording 520hp at 3050m.
The first of two prototypes, the P.7/I, was flown in October 1930, and featured a close-fitting, helmeted engine cowling, which gave place to a Townend ring on the P.7/II.
Work on a pre-series batch of 10 of the P.7a fighters began in June 1931 for the Lotnictwo Wojskowe, a further 139 being subsequently ordered.
The P.7a carried two 7.92mm Vickers “E” machine guns and differed from the prototypes in having a P.Z.L.-developed ring cowling, a revised cockpit, shorter ailerons and modified tail surfaces.
The P.7a entered service in the winter of 1932-33, and three first line squadrons were still equipped with this type when the Wehrmacht assault on Poland was launched on 1 September 1939.
Max take-off weight: 1476 kg / 3254 lb Empty weight: 1090 kg / 2403 lb Wingspan: 10.57 m / 35 ft 8 in Length: 6.98 m / 23 ft 11 in Height: 2.69 m / 9 ft 10 in Wing area: 17.90 sq.m / 192.67 sq ft Max. speed: 327 km/h / 203 mph Range: 600 km / 373 miles
In 1927, the Polish War Ministry opened a contest for a military liaison and observation aircraft. It was meant to operate from casual airfields, used by Army land units. Jerzy Dąbrowski and Franciszek Kott from the PZL works proposed an aircraft, designated initially PZL.2. It was one of the first PZL designs, what was indicated by its low number.
PZL Ł.2 was a high-wing braced parasol wing monoplane, conventional in layout, of all-metal construction. It had a duralumin framed, canvas covered fuselage (engine part was covered with duralumin). Crew of two was sitting in tandem in open cockpits, with twin controls. The observer had a 7.7 mm Lewis machine gun on a ring mounting. The elliptical wing was two-spar, of duralumin construction, canvas-covered, fitted with slats, flaps and flaperons. Wings could be dismounted for transport. The tail was of duralumin construction, canvas covered. It had a conventional fixed landing gear with a rear skid.
It had a 9-cylinder air-cooled Polish Skoda Works licence-built Wright Whirlwind J-5A radial engine delivering 240 hp (179 kW) at take-off and 220 hp (164 kW) nominal, driving a two-blade wooden propeller, 2.7 m diameter (in SP-AFA – metal one). 190 litre fuel tank in a fuselage (600 l in SP-AFA). Cruise fuel consumption was 45-50 l/h.
The first prototype was flown in early 1930 by Capt. Bolesław Orliński (later it received civilian registration SP-ADN) and underwent IBTL testing. In May 1930 the prototype PZL.2 was shown by Bolesław Orliński at air meeting in Brno and Bucharest, where it impressed viewers with short landing and minimal speed. After being fitted with a rear machine gun, it was shown at Paris Air Show in December 1930.
In 1930 the aircraft was tested and evaluated by the Polish Air Force. Thanks to wing mechanization (flats and slats), it had short take-off and landing. It was very advanced combination of high-lift devices in world’s aviation those days. A competing designs Lublin R-X and PWS-5t2, evaluated yet in 1929, were not satisfactory, so the Polish Air Force ordered 60 PZL.2.
The aircraft took part in the second contest for an army co-operation aircraft in July 1931. In spite of advanced high-lift devices and all-duralumin construction of the PZL.2, the air force decided to choose a simpler, cheaper and quite satisfactory Lublin R-XIII plane.
An initial order for 60 PZL.2 was finally lowered to 30, which were built between April 1930 and August 1931. The designation changed then to PZL Ł.2 (Ł for “łącznikowy”, liaison) or Ł.2a (following an early manner of PZL works to mark the aircraft purpose in designation, after a pursuit PZL P.1). Including the prototype, they carried factory numbers 55.1 – 55.31.
PZL L-2 were, in 1931-1932, 13 ET equipment with 1 GB, 43 ET with 4 GB and 63 GB ET 6, independent platoon accompanying 2 GB. One PZL L-2 was used until 1933 and by Dyon Experimental IBTL from 1932. They began to withdraw PZL L-2 units, assigning them to training. They were given to: CWOL / TSO Sztabowa ET and ET to 3 GB.
One of the Ł.2, number 55.10 was converted to a long-distance sports aircraft (civilian registration SP-AFA). It had fuel tanks 600 l and a range of over 2000 km. It was also fitted with a Townend ring.
PZL Ł.2 SP-AFA was used for several long-distance flights. Between 1 February – 5 May 1931 Cpt. Stanislaw Skarżyński with Eng. Andrzej Markiewicz flew it on a tour around Africa, on Warsaw – Belgrade – Athens – Cairo – Khartoum – Juba – Kisumu – Elisabethville – Léopoldville – Port-Gentil – Douala – Lagos – Abidjan – Bamako – Dakar – Port Etienne – Casablanca – Alicante – Bordeaux – Paris – Berlin – Warsaw 25,050 km-route (with some other stops). The aircraft was nicknamed Afrykanka then (Polish: the African female), coinciding with the aircraft registration. The tour proved a durability of the Polish-built aircraft, withstanding different weather conditions and casual airstrips, during 147 flying hours, despite the engine had to be repaired twice on the way. In 7–8 June 1931 Skarżyński flew this aircraft from Poznań in a rally to Bucharest. In July 1932 it hauled Polish gliders SG-21 and SG-28 in international competition in Rhön (piloted by Skarżyński again). It was used in the Military Camp Glider in Ustianowa and then staffs a Training Squadron 1 GB. The aircraft was written off in autumn 1935.
PZL Ł.2 SP-AFA
Due to a decrease of orders, there remained parts for several aircraft. In 1930 the PZL proposed to the Polish Navy a liaison and patrol floatplane variant of Ł.2, designated PZL.9, but it was not built. Then, the PZL proposed another patrol and fighter floatplane, basing on Ł.2 parts, PZL.15. It was a low-wing braced monoplane with thin tail boom, and utilized wings, tail and engine of Ł.2. It was not built either. Parts of Ł.2 (wings, tail, engine) were utilized in a passenger aircraft prototype PZL.16.
Serial aircraft were used by the Polish Air Force as liaison and utility aircraft from 1930, first of all in escadres Nos. 43 and 63. From 1932 they were mostly replaced with Lublin R-XIII and relegated for training, among others in Dęblin. Several were damaged in crashes. Since the aircraft started to suffer from fatigue of rivets in frame joints, they were completely written off by the end of 1935.
Produced 1930-1931, 31 were built. The Polish Air Force operated 29 aircraft and the PZL company operated two aircraft.
L-2 Engine: 1 × Skoda-Wright J-5 Whirlwind, 160 kW (220 hp) Propeller: 2-bladed wooden fixed pitch propeller Wingspan: 13.4 m (44 ft 0 in) Wing area: 25.8 m2 (278 sq ft) Airfoil: D.J.3 (modified NACA M12) Length: 7.92 m (26 ft 0 in) Height: 2.7 m (8 ft 10 in) Max take-off weight: 1282 kg / 2826 lb Empty weight: 892 kg / 1967 lb Fuel capacity: 150 l (40 US gal; 33 imp gal) Maximum speed: 183 km/h (114 mph; 99 kn) at sea level Stall speed: 63 km/h (39 mph; 34 kn) slats extended Service ceiling: 4,730 m (15,518 ft) Time to altitude: 1,000 m (3,300 ft) in 4 minutes 20 seconds 2,000 m (6,600 ft) in 10 minutes 5 seconds 3,000 m (9,800 ft) in 18 minutes 35 seconds Take-off run: 55 ma (59 sq ft) Landing run: 45 ma (48 sq ft) Range: 660 km Armament: 1x 7.7 mm (0.303 in) Lewis machine gun Crew: 2
PZL L-2 rally Engine: 1 × Skoda-Wright J-5 Whirlwind, 160 kW (220 hp) Wingspan: 13.4 m Length: 7.92 m Height: 2.7 m Wing area: 25.8 m2. Empty weight: 970 kg MTOW: 1730 kg / 3,814 lb Fuel capacity: 630 lt (170 US gal; 140 imp gal) Max speed 200 km / h Cruise: 185 km / h Stall: 77 km / h Range: 2000 km
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
This two-engine aircraft was built as a private venture by the French Potez company to fulfill a 1932 specification for a new reconnaissance bomber. Designed by Louis Coroller, designated the Potez 54, it was intended as a four-seat aircraft capable of performing duties such as bomber, transport and long-range reconnaissance. The Potez 54 was a high-wing monoplane, of mixed wood and metal covering over a steel tube frame. The prototype had twin fins and rudders, and was powered by two 515 kW (690 hp) Hispano-Suiza 12Xbrs V-12 engines in streamlined nacelles, which were connected to the fuselage by stub wings. The main landing gear units retracted into the nacelles, and auxiliary bomb racks were mounted beneath the stub wings. There were manually-operated turrets at the nose and dorsal positions, as well as a semi-retractable dustbin-style ventral turret. The main landing gear units retracted into the nacelles, and bomb racks were mounted beneath the stub wings.
The Potez 54 M.4 category prototype flew for the first time on 14 November 1933 and during development, the original tailplane was replaced by a single fin and rudder, and in this form, the type was re-designated the Potez 540 and delivered to the Armee de I’Air on 25 November 1934.
Parallel with the Potez 540 were developed the Potez 541 prototype, powered by Gnome-Rhone 14Kdrs radials, and the Potez 542 with 537kW Lorraine Petrel engines.
All versions had defensive armament of manually-operated nose and dorsal turrets and a semi-retractable ventral ‘dustbin’ position; radio, oxygen, night and blind flying equipment were standard, and reconnaissance cameras could be carried.
A total of 192 Potez 540s were built.
The French Government declared on 25 July 1936 that it would not send arms to Spain, but its Air Minister, Pierre Cot, secretly permitted a consignment of aircraft to be dispatched. At the end of July, about 70 aircraft were sent across the border to Barcelona, including Potez 54 bombers and Dewoitine 371 fighters.
In early 1938, the Ilmavoimat / Maavoimat test team evaluated the Potez 540. Given the role that the aircraft was expected to fill, the evaluation was cursory and simply confirmed that the aircraft was completely unsuited to the intended role and should not be considered further. In point of fact, the evaluation team were highly annoyed that the French would even put the aircraft forward for consideration given the obvious unsuitability when evaluated against the requirements the Ilmavoimat had provided.
Their first combat was in the Spanish Civil War, where they were employed by the Spanish Republicans. In the late 1930s, these aircraft were becoming obsolete so they were withdrawn from reconnaissance and bombing duties and were relegated to French transport units. They were also employed as paratrooper training and transport aircraft. By September 1939 and the beginning of World War II, they had been largely transferred to the French colonies in North Africa, where they continued to function in transport and paratrooper service. Their role in even these secondary assignments was problematic given their poor defensive armament and vulnerability to modern enemy fighters. Following the French capitulation to Germany in June 1940, those Potez 540s still flying served the Vichy French Air Force mainly in the French overseas colonies. Most of these machines were retired or destroyed by late 1943
Potez 540 Engine: 2 x Hispano-Suiza 12Xirs / Xjrs, 515kW / 690 hp Max take-off weight: 5950 kg / 13118 lb Loaded weight: 3785 kg / 8345 lb Wingspan: 22.1 m / 73 ft 6 in Length: 16.2 m / 53 ft 2 in Height: 3.88 m / 13 ft 9 in Wing area: 76.0 sq.m / 818.06 sq ft Max. speed: 310 km/h / 193 mph Ceiling: 5182 m / 17000 ft Range: 1250 km / 777 miles Armament: 3 x 7.5mm MAC 1934 machine-guns Bomb load: 4 x 225kg or 10 x 55kg Crew: 4-7
The Potez 39 was designed to a 1928 requirement for an aircraft to replace the Potez 25 and Breguet 19 machines then in service with the French Air Force in the A2 (Artillerie Biplace – two seat observation aircraft) role. The Potez 37 and Potez 39 appeared in 1930.
Both were two-seat braced parasol-wing monoplanes of all-metal construction, the former being intended for the fighter-reconnaissance role and having a rear fuselage which tapered into little more than a boom to give the gunner an improved field of fire. The prototype Potez 39 was designed for A.2 category observation role, and had a conventional fuselage and redesigned wings with elliptical tips. The Potez 37 was rejected for production, only two examples being built, but the Potez 39 showed great promise and was adopted by the Armee de I’Air.
The Potez 39 was a parasol monoplane of all-metal construction, the first all metal Potez aircraft, with a tailwheel undercarriage. It was powered by a Hispano-Suiza 12H engine of 580 bhp (433 kW) as required by the specification. The crew of two sat in open, tandem cockpits, with the observer being armed with two Lewis guns on a ring mounting, and the pilot being armed with a single synchronised Darne machine gun, while light bombs could be carried in a small internal bomb-bay and on external racks. A fixed camera was fitted, operating through a hatch in the fuselage floor. The prototype flew in January 1930. Although the Breguet 27 was selected as the winner of the competition, both it and the Potez, which was runner-up, were chosen for production.
Compared to the Potez 25, of which over 2000 were ordered, production of the Potez 39 series was on a small scale, 100 Potez 390 aircraft being built for France and 12 Potez 391 variants, powered by a Lorraine-Dietrich 12H engine of 700 bhp, for the Peruvian Air Force.
The first production aircraft were delivered in 1934 but shortly afterwards, the Potez 39 began to be replaced by ANF Les Mureaux 117, Amiot 143 and Potez 540 aircraft ( in 1936).
Series Potez 390 and Potez 391 aircraft were subjected to various modifications during production and service, notably the introduction of a rudder with increased area, but they retained the basic features of the design, which included a divided fixed wide-track landing gear with wheel spats; streamlined Vee-struts supporting the wings; and glazed panels in the fuselage sides between the cockpits.
The Armee de I’Air received 232 P-390s and P-391s, the first unit to re-equip in early 1934 being the 34e Escadre, where they replaced Potez 25s. At the outbreak of the Second World War the Potez 39 remained in service with seven observation squadrons of the French Air Force, but these, along with the Breguet 27-equipped units, were withdrawn from the front in October 1939. The Potez 39 continued to serve in training units until the armistice of June 1940, at which time 41 remained in Metropolitan France. These aircraft were scrapped soon afterwards.
A number of prototype and development aircraft, including a floatplane, were tested but no further orders were received.
In early 1938, the Ilmavoimat / Maavoimat test team evaluated the Potez 39. Given that the aircraft was already being replaced in service in France, the evaluation was cursory and simply confirmed that the aircraft was obsolete and should not be considered further.
Potez 390 A.2 Engine: 1 x Hispano-Suiza 12Hb, 433kW Max take-off weight: 2650 kg / 5842 lb Loaded weight: 1492 kg / 3289 lb Wingspan: 16.0 m / 53 ft 6 in Length: 10.0 m / 33 ft 10 in Height: 3.40 m / 11 ft 2 in Wing area: 35.0 sq.m / 376.74 sq ft Max. speed: 240 km/h / 149 mph Ceiling: 7000 m / 22950 ft Range: 700 km / 435 miles Armament: 1 x 7.7mm + 2 x 7.7mm machine-guns Bomb load: 120kg Crew: 2
All Aero 