History Construction Tally

PZL I-22 Iryda. Part 5. 1985.

Kraków 2008-08-01

271b Section 1985-03-05

PZL Iryda I-22

Poland

Combat training aircraft.

Construction. Part 5.

Aircraft I-22 AN 001-03 nb 103 presents possible armament. 1994 year. Photo of LAC
Aircraft I-22 AN 001-03 nb 103 presents possible armament. 1994 year. Photo of LAC

The M-96 aircraft was to be the final version of the Iryda I-22 aircraft. For various reasons, another version was created, which received the significance of the M-93 M. It was the unification of already produced aircraft to one version and putting them on the armament of the Polish Army.

Construction PZL I-22 M-96 Iryda. 1997 year.

Another attempt to solve the problem of introducing Iryda aircraft to the armament of Polish Aviation led to the creation of another version, this time marked M-96. there were two main elements of modernization. The first was modern avionics, but not Sagem. The second element was the improvement of volatile properties.

The biggest changes were made in the aerodynamics of the airframe by adding new elements whose overall purpose can be reduced to the possibility of flying at larger angles of attack.

The M-96 aircraft received inflows (bands) placed in front of the wings, next to the fuselage. They cause that the wings receive the aerodynamic features of so-called banded wings, commonly used in combat aircraft.

The M-96 aircraft received turbolizers. Turbolizers are special small components mounted on the upper surfaces of the wings, in a row. They produce appropriate air swirls, making it difficult to detach from the lobe. Turbolizers have been developed in the USA in 50 years.

The M-96 aircraft received new flaps. New flaps give more lift at lower speeds.

The M-96 aircraft received an elevated vertical tail. At a larger angle of attack the efficiency of the vertical tail decreased. The simplest solution turned out to be to raise the vertical tail.

Aircraft installations I-22 M-96.


The fuel system consists of seven internal tanks, including three integral wing tanks with a capacity of 1 140 liters and hull: front, rear and two outgoing tanks with a capacity of 1 270 liters. The total capacity is 2 419 liters. Fuel tanks with a capacity of 2 x 380 liters, adapted from the Lim-6 aircraft, can be hung on the internal suspension nodes under the wings. These tanks can be discarded empty or full on the fly. If one of the tanks falls off, the other is automatically rejected. The fuel system allows reverse flight for 30 seconds. Two electric fuel pumps and two independent fuel supply lines for each engine. In addition, with a valve that allows fuel to be fed through one pump to both engines in the event of a failure of the other pump. One pump is enough to power both engines. All fuel tanks are connected by a system of pipes and valves. Suspended tanks and then wing tanks are emptied first. The transfer of fuel from suspended and wing tanks to hull tanks is carried out using compressed air. Filling tanks with a central valve or individually for each tank. The central valve is located in the left engine nacelle and is adapted to typical airport equipment. Individual filling of each tank is used in the absence of typical airport equipment. The fuel supply is controlled by a capacitive fuel meter. The fuel gauge indicator is located in both cabins. Reports the total amount of fuel in internal tanks and the amount of fuel separately in the hull. Traffic lights give; emptying of suspended tanks, emptying of wing tanks and critical fuel residue.

The hydraulic system of the M-96 aircraft is the basic force installation in the aircraft. The medium is AMG-10 oil with a pressure of 21 Mpa. The installation consists of two independent systems; main installation and installation of amplifiers. The main circuit is used for; retracting and extending the undercarriage, setting and maintaining the wing flaps in three positions, extending and retracting the aerodynamic brakes, changing the wedge angle of the horizontal stabilizer, braking the wheels with the use of the anti-slip system (ABS) and emergency and parking braking of the main landing gear, front wheel control, parachute drop braking. However, the amplifier circuit is used to drive aileron amplifiers, in the event of its failure manual aileron control. This system reduces pilot effort. Each circuit has a hydro-accumulator to prevent pulsation of the working fluid and provides coverage of the rapid increase in the demand for executive circuits. The third hydro-accumulator maintains the pressure in a separate emergency and parking braking circuit of the main landing gear wheels. The pressure in all three hydro accumulators and the position of the wedged horizontal stabilizer is visible in each cabin. Signal lights indicate the position of the chassis, flaps, air brakes and excessive pressure drop in both installations. The option of powering from an airport hydraulic system is used when testing systems with engines off.

The pneumatic installation of the M-96 aircraft consists of three separate circuits fed with nitrogen from a 15 Mpa pressure bottle. The first circuit is used for emergency landing gear extension, the second is for wing flaps in landing position, the third circuit allows the crew cabs to be opened and sealed, the windbreak liquid anti-icing system to be fed and pressure generated in the hydraulic fluid tanks to ensure reliable operation of the installation at higher altitudes. The current pressure in the landing gear extension and flaps circuits is indicated in both cabins. The pressure in the cylinder feeding the third circuit is visible on the pressure gauge next to the central loading end of all cylinders.

The electrical installation of the M-96 aircraft is electrical equipment that is powered; 1 28 V DC, where the negative wire is the airframe structure. 2 single-phase AC 115 V 400 Hz. 3 three-phase AC 36 V 400 Hz. The main source of DC power are two 9 kW PR-9 starters each. Under normal conditions, generators are loaded with a maximum of 50% of the rated power. In the event of a failure of one of them, the other takes over completely. In the event of a failure of both generators, the necessary current to complete the flight safely comes from two 20 cadmium-nickel NKBN-25 batteries. 115 V 400 Hz alternating current is produced by two transistor converters with a capacity of 1 kVA each. After the failure of the first converter, the second one switches on automatically. 36 V 400 Hz three-phase AC are produced by two 500 VA power converters each. As above, one always works and the other switches on automatically in the event of the first failure. These emergency switches are signaled in both cabins.

The electrical installation of the M-96 aircraft powers pilot and navigation equipment, internal and external lighting, and on-board diagnostic and control system. Possibility of power supply from airport electrical system. Position lights are placed on the wing tips and the vertical tail. They can be tinted. They are lit and extinguished with a button on the motor control lever. Flashing anti-collision lights are located on the upper and lower hull surface. Two landing lights are retracted from the bottom of the wings. After the landing gear has been extended and locked, white lights come on on the shins, which are signals for airport flight control. Technical maintenance on the ground uses portable lamps connected to seven sockets located in different places of the airframe. The engine nacelles and the two front avionics compartments are equipped with fixed lamps that light up when the cover is folded back.

The M-96 aircraft diagnostic system is a separate part of the electrical installation. It is an extensive diagnostic and recording system. It consists of many sensors on various installations and engines. These sensors convert the parameters of these installations into analog or binary electrical signals, and these are recorded in the on-board recorder located at the base of the vertical stabilizer. After connecting with the ground part of the system, you can infer from these records about the technical condition of the devices and take preventive measures.

The M-96 anti-icing system includes engine air intakes and a windscreen. Hot air from engine compressors is used for deicing. The windbreak has a spirit spray installation and an electric windscreen heating system.

The M-96 aircraft fire protection system is intended for signaling and extinguishing a fire in engine nacelles. The fire is signaled light in both cabins and in the headphones of both pilots. Extinguishing is started after switching off the fuel valve for a burning engine by pressing a button in the first or second cabin. The extinguishing medium is freon. The fire extinguishing system can be started twice during one flight.

Avionic equipment of the M-96 version.

The equipment of the M-96 aircraft is: Sextant-Avionique inertia platform, navigation equipment (GPS, IFF, ILS), RWL-750M radio altimeter, HUD display and its repeater, two multi-function monitors (EFIS).

Unfortunately, for two years the entire avionics of the M-96 aircraft could not be merged. The intended results were not achieved.

Armament I-22.

Fixed: 23mm GSz-23 Ł twin-barrel aviation gun, 50.5 kg, placed under the hull at the height of the crew cabins, with a supply of 200 rounds. When 50 cartridges are loaded, it is possible to recover the fired cases and tape links.

Suspension hooks: 4 UBP-I-22 beams with a load capacity of 4 x 500 kg, however, the maximum load capacity of the armament for an aircraft with K-5 engines was 1,100 - 1,200 kg, with K-15 engines - 1,800 kg. It was possible to use several combinations of training and combat weaponry: 50 kg (P-50) or 100 kg bombs (FAB-100, OFAB-100M) on MBD2-67U multi-beam beams, 250 kg bombs individually hung (FAB-250TSz, FAB -250-M-46, ZAB-250-200) or 500 kg (FAB-500-400, FAB-500-M-62), 57 mm launchers of non-directed S-5 missiles for 8, 16, 32 missiles (Mars -2, Mars-4, UB-16-57U, UB-32A-1), 80 mm launchers of non-guided missiles for 20 missiles (B-8 M), guided air-to-air missiles (R-3S, R-60MK) , UPK-23-250 shooting tanks with 23 mm cannons, ZEUS-1 tanks with 7.62 mm km, Saturn reconnaissance tanks.

In the case of a wider introduction of the I-22 aircraft to Polish Aviation combat units, it was probably possible to integrate the aircraft with other aviation armament designs used at that time in Poland: cassette, mine, reconnaissance bomb containers, etc.

Data T-T aircraft PZL I-22 Iryda.

 

Data T-T aircraft PZL I-22 Iryda.
Data T-T aircraft PZL I-22 Iryda.

Data T-T aircraft PZL I-22 Iryda.
Data T-T aircraft PZL I-22 Iryda.

PZL I-22 Iryda. 1985 year. Photo of LAC
PZL I-22 Iryda. 1985 year. Photo of LAC

Written by Karol Placha Hetman