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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.
2

Lotnictwo państwowe w aspekcie powołania władzy lotnictwa państwowego w Polsce

80%
Wróblewska M.
Obronność – Zeszyty Naukowe Wydziału Zarządzania i Dowodzenia Akademii Sztuki Wojennej
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2018
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issue 2(26)
15
EN
The paper refers to the ensuing problem of lack of authorities of governmental aviation in Poland. The aim of the study is to show the most significant reasons for establishing an institution supervising Polish governmental aviation. The discussed problem appears important as the activity of governmental aviation is directed towards ensuring security of the state and its citizens, inviolability of state borders, and public order. Currently, within the Polish system of aviation, it is only civil aviation that has institutions supervising its activity, i.e. the Civil Aviation Authority (CAA). However, legal and institutional aspects make it evident that there is a need to establish an appropriate body also for governmental aviation. The author suggests a name analogous to the one mentioned above, i.e. Governmental Aviation Authority (GAA). The research into this issue conducted so far is only confined to reports and expert opinion surveys, whereas initiatives aiming to resolve the problem have ended in fiasco.
3
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Eksport sprzętu lotniczego do Rumunii (1927-1939)

80%
Majewski M. W.
Res Gestae. Czasopismo Historyczne
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2012
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vol. 12
145-159
PL
Wht summing up the histiry of the aircraft export, it needs to be mentioned that the attempts of expansion were a result of excessive development of the aircraft manufactures in comparision with the financial capabilities of Poland. It needs to be highlighted that the export of aircraft equipment conditioned the maintenance of the hight production potential without breaks between the consecutive production cycles. Anather imortant reason for export production was the mobilisation factor as the stock could be made availabe to the Ministry of the Military Affairs if the country's existence was theatened. The expansion of the aircraft industry of the Second Polish Republic was limited not only by the external competition, but primarily by the lack of specialists within SEPEWE (Stowarzyszenie Przemysłu Wojennego , Association of War Industry). The work of Eng Witold Rumbowicz and partially also of Eng Zbigniew Arndt brought little benefit. It also needs to be pointed out that the export of the aircraft equipment conditioned the development of next constructions. If can be said without exaggeration that over the span of ten years the Second Polish Republic appeared in the elitist group of six countries that exported the aircraft equipment. this ascertainment is even moreimportant when we mention that after regaining indepedence Poland lacked constructors as well as manufacturers and traditions.
4
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rozbudowa i dyslokacja wytwórni silników lotniczych w Polsce (1935–1939).

80%
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.
5
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Dokumenty normatywne regulujące przewozy najważniejszych osób w państwie wojskowymi statkami powietrznymi w latach 1962-1974

70%
Tatarowski D.
Obronność – Zeszyty Naukowe Wydziału Zarządzania i Dowodzenia Akademii Sztuki Wojennej
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2018
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issue 1(25)
21
EN
Guaranteeing the safety of members of the country’s authorities during air transport is inseparably connected with the necessity to implement appropriate normative arrangements. Meeting the requirements of normative documents is one of the barriers which protect against the occurrence of human errors, which may cause, for example, an aircraft accident. The occurrence of an air accident involving military aircraft with members of the country’s authorities on board often requires changes in the normative documents, in order to raise safety to an even higher level.
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