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rozbudowa i dyslokacja wytwórni silników lotniczych w Polsce (1935–1939).

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Majewski M.

Res Gestae. Czasopismo Historyczne

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2007

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vol. 6

131-161

PL

A three-year plan (1933-1936) for expanding aviation developed at the Headquarters marked a turning point in productin the aeronautical engines. The imlementation of the process of building new craft (reconnaissance, fighter and bombing plabes) forced a decision to start a research on the propotypes of Polish engines. Due to the Śkoda concern's lack of enthusiasm for further cooperation and political implications in Polish-Cczechoslovakian relations, the cooperative activity edned. At that time the enigne manufacturers were incorporated in the PZL (State Aviation Works). Despite initial difficlties regarding a decline in production caused mainly by modernization and reorganization proceedings, the standards of the Śkoda Polish Works were quikly reached and exceeded considerably. The licensed production of England enginiers made by the Bristol Aircraft Ltd (Jupiter, Mercury, Pegasus, Hercules, Acquilla, Perseus) was implemented, and at the same time the researches on the prototypes of Polish engines (Mors, Foka, waran, Legwan) were conducted. Smaller manufactures such as: the Autorrations carried by the army led to initating bulemont Mechanical Workship (Autstro-Daimler, Hispano-Suiza, Renaut Lorraine-Dietrich), the Stefan Twardowski Mechanical Works (Le Rhone, Hispano-Suiza, TK 70), the State Engineering Works (Walter "Junior" and "Major"), the Avia Precision Mechanics Manufacturer (La Rhone, WZ 7, Bristol-Jupiter, Wright "Whirlwind", Gnome-Rhone "Mars" 14 and "Delfin", Avia P4) cooperated with yhe army administration in the range of areo engines of low and medium ratio of strengh. Dissatisfaction with the mobilization preparations carred by the army led to initiating building works within the COP (Central Industrial District). The dcision concerning expansion of the aviation industry was taken during the meeting of the KSUS an 13 October, 1936. Before the WWII broke out, the production had in the State Aviation Works, Aircraft Factory Nr 2 in Mielec and the Aero Engines factory Nr 2 in Rzeszów. As regards the productions of aero engines, the following factories cooperated: Erazm Mieszczański and tadeusz Jaroszyński Warsaw Base Metal Foundry, Władysław Leszczyński High Grade Alloy Foundries, and the COP Ancillary Industry. The level of productions, to reach a number of 136 at the end of the second half-year. This discordance actually showed that in order to meet the growing demand, imports of a number of ready-made units would be a must.

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Druga próba uruchomienia produkcji silników lotniczych Polskie Zakłady SŠkody (1926–1935).

100%

Majewski M.

Res Gestae. Czasopismo Historyczne

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2005

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vol. 4

148-165

PL

Dissolution of the agreements with the French-Polish Aircraft and Automobile Plantsresulted in calling a competition for the start up of production of aircraft engines in Poland. Among the received offers, the military command selected the project of the Czech-Slovak concern of Škoda. Initially, the aircraft driving motors were manufactured according to French, English, and American licences, and in 1928, our native constructions were designed. At the outset, it was the 7-cylinder engine of 100 horsepower “Czarny Piotruś” G-594, then it was the G-760 of 260 horsepower. In the subsequent years, G-1620 “Mors” (340 HP) and “Foka” (420 HP) were created. The author of those designs was Stanisław Nowkuński together with the team including: Witold Łoziński, Jan Oderfeld, Włodzimierz Strzeszewski, and Ludwik Bełkowski.The production of aircraft engines on the territory of Poland, however, encountereda number of obstacles, such as the lack of tradition of machine building industry, and alsothe emergence of a whole chain of cooperation bonds. In 1926–1935, the Polish Škoda Plants tried to get in contact with the State Aircraft Plants, the steel works: “Bismarck”, Królewska”, “Pokój”, foundries: “Mieszczański” and “Babitt”. The experiments carried out with coloured metals usually ended with failure. Therefore, the production of the basic parts was entrusted to foreign firms: Lorraine-Dietrich in Louneville, Škoda in Plzen and in Mlada Boleslav, Gnôme-Rhône, High Dutty All., Pratt & Whitney. The military command was not satisfied with that cooperation due to the higher costs of production.Another reason of discrepancy between the military command and the Polish ŠkodaPlants were the capital connections of the Czech-Slovak concern, and establishing direct relationships, both economic, political, and especially military with the soviet government. The final elimination of the Czech-Slovak agency from the war industry of the 2nd Republic occurred on May 6th, 1935, and the Polish Škoda Plants were merged into the concern of the State Aircraft Plants.

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Początki produkcji silników lotniczych w II Rzeczypospolitej (1921-1926).

100%

Majewski M.

Res Gestae. Czasopismo Historyczne

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2003

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vol. 2

201-221

PL

Using, as an example, the activities of the French-Polish Car and Aircraft Works (Frankopol), the author presented difficulties which a modem defence industry of the Second Republic of Poland had to face with. The main objective of the company created in 1921 was to start the production of aircraft engines and to constmct aircraft for the organised military aviation. In spite of very favourable fmancial terms that Frankopol received from the Ministry of Military Affairs, the company did not manage to fulfil the assignment that it was given. The reason were fmancial scandals accompanying the activities of Frankopol, as well as commercial agreements that Poland concluded with France giving it the most favoured nation clause. It was an opportunity for the foreign Capital for abuse and profrteering, which caused the W a -ste of a considerable part of State funds.Military authorities were not free from blame because they did not always consider technologicaland fmancial possibilities of the national industry with reference to the plans of army modemisation and its tasks. The expectations connected with the newly-built aircraft industry with the participation of foreign companies serve as a good example.

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3 Res Gestae. Czasopismo Historyczne

3 Majewski M.

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rozbudowa i dyslokacja wytwórni silników lotniczych w Polsce (1935–1939).

Druga próba uruchomienia produkcji silników lotniczych Polskie Zakłady SŠkody (1926–1935).

Początki produkcji silników lotniczych w II Rzeczypospolitej (1921-1926).