The PZL W-3 Sokół (English: "Falcon") is a medium-size twin-engine multipurpose helicopter developed and manufactured by Polish helicopter company PZL-Świdnik, which is now owned by Leonardo. It was the first helicopter entirely designed and produced in Poland.
Design The PZL W-3 is powered by a pair of Pratt & Whitney turboshaft engines built under license by a factory in Rzeszów. The original variant of the engine, the PZL-10W, and its successor, the PZL-10S, were both Polish-built modifications of the Russian Glushenkov TVD-10B turboprop design that had powered the earlier Antonov An-28. Composite materials are incorporated into the three-bladed tail rotor and four-bladed main rotor rotors assemblies. The rotors have an ice protection system, allowing the helicopter to operate in environments between -40 and +43°C.
The Sokół has been used in diverse occasions, including for VIPs, and is capable of performing a typical range of helicopter missions, including passenger transport, cargo, EMS/medevac, firefighting and search and rescue. When used in maritime environments, the rotorcraft is typically outfitted with floats, a transponder, a global positioning system navigation system, night-vision equipment, and a Lucas winch."Swidnik wins Sokol successes." Flight International, 13 September 1995.
Development Origins
In 1973, work commenced on what would become the W-3 Sokół at PZL Świdnik. The design was created by an in-house team led by aeronautical engineer Stanisław Kamiński. The Soviet Air Force and Aeroflot were intended as the primary operators of the aircraft. On 16 November 1979, the first five prototypes of Sokół conducted their maiden flights.Jane's All the World's Aircraft. (1999). UK: Jane's Information Group.
Early production Production began in 1985 when ten aircraft were built during that year. The first model, registered as SP-PSF, conducted its maiden flight in 1987.
The Soviet Chief Inspectorate of Civil Aviation issued a provisional airworthiness certificate on 26 September 1988 for the W-3 Sokól, permitting expanded serial production of the aircraft. At the same time, work began on a rescue variant and an armed version.
The second production series consisted of 23 helicopters and two fuselage airframes allocated for testing. The first aircraft of this series, designated as the State Radio Inspectorate variant, featured a specialized antenna mast.
On March 17, 1990, the prototype W-3U Salamandra (factory number 360317) was flown, planned to be armed with Mars-2, B8-10, and ZR-8 pods, along with the 9M114 guided missile system from the Mil Mi-24W and the GSz-23L fixed cannon. Following testing, the Polish military decided to not adopt the aircraft. Consequently, the helicopter was stripped of its armament and reconfigured as a transport variant, which was subsequently exported to Myanmar. Several years later, in cooperation with the South African arms company Denel, work was once again on an armed version. Factory number 310318 was registered as SP-SUW and transported to South Africa, where Kentron integrated its weapons systems and armament, resulting in the W-3K variant. The aircraft was then registered as ZU-AGU and underwent testing until 1994. The same aircraft, which again flew in Poland as SP-SUW, was tested with French HOT-3/VIVIANE missiles in 1999.
The third series consisted of 19 helicopters and one fuselage intended for ground tests. Nine of them were purchased by the Burmese Air Force. The machine with the serial number 390411 remained in the factory, constituting the basis for the construction of the W-3RM prototype. Factory number 330414 was assigned to the 103rd Aviation Regiment of the Ministry of Internal Affairs. Following the Polish governmental restructuring of 1990, the aircraft (re-designated SN-30XG, replacing the earlier designation PL-30XG) were transferred to the Border Guard. In 1993, one of the machines in the W-3T version with the side number 0417 entered the equipment of the Polish Army. It was later reintroduced as W-3RL.
1990s-after Cold War
Following the democratization of Poland and the end of the Cold War, PZL-Świdnik began operating in the West. In 1989, design work began on a new variant. The third series of helicopter, with the serial number 310420, became the platform for the construction of the W-3A prototype. The first W-3A helipcoter made its maiden flight on July 30, 1992.
Following an intensive test program, type certification for the helicopter was received from aviation authorities in Poland, Russia, the United States, and Germany. During May 1993, certification of the W-3A to standards was granted. The W-3A obtained an American certificate on May 31, 1993, from the Federal Aviation Administration (FAA) confirming compliance with FAR Part 29 regulations. It was followed by the receipt of German certification in December of that year.Jane's All the World's Aircraft. (2006). UK: Sampson Low, Marston & Company.
Subsequently, the aircraft was registered as SP-PSK and later SP-SSK, before being transferred to the 103rd Aviation Regiment of the Ministry of Internal Affairs. It is currently in service with the Police of Poland.
The fourth series consisted of 20 helicopters. The Saxony State Police received one W-3A (factory no. 370503), the South Korean companies Helikorea and Citi Air purchased W-3A (factory no. 370509) and W-3AM (factory no. 370514) respectively. In June 1996, the 100th Sokół was completed by the company.
The Polish Air Force rebuilt one of the received Sokółs (factory no. 310502) to W-3RL and transferred it to the Polish Mountain Rescue Service (GORP). The Navy received helicopters from this series factory no. 390505 and 390513 as W-3RM. Anaconda (serial number 390510) was also given to 103rd PL MSW. It then became part of the equipment of the GROM Military Unit. It crashed during exercises.
Aircraft 370507 (registered as SP-SXZ) initially served with the Life Saving Association (LPR), a water safety and lifeguard training organization in Poland. From 1995, it was used seasonally by Tatra Volunteer Search and Rescue (TOPR) while retaining LPR livery. Following damage sustained during an emergency landing near Murzasichle on 29 January 2003, the aircraft was refurbished, re-registered as SP-SXW, and transferred to TOPR's full operational control with updated livery.
The SP-PSL helicopter (serial number 370508) became the basis for building the W-3A2 prototype, which was purchased by the Spanish company Helibravo. Aircraft SP-FSU (factory number 370515) was operated by the Polish subsidiary of Daewoo for several years. Following the company's financial difficulties, this aircraft was sold to the police force of the United Arab Emirates. The remaining helicopters went mainly to the Polish Army.
Huzar derivative During the 1990s, PZL-Świdnik heavily pursued the development of an envisioned Huzar battlefield helicopter, which was to be based on the airframe of the W-3 Sokoł and would have eventually involved the manufacture of 100 attack helicopters under a tentative $350 million contract for the Polish Army. Although PZL-Świdnik initiated the program, development was hampered by repeated delays and financial constraints. The company struggled to secure government funding, which was necessary to proceed with successive development phases. When a contract for the helicopter's avionics and weapon systems was awarded within a government memorandum of understanding (MoU) to an Israeli consortium, consisting of armaments manufacturer Rafael Advanced Defense Systems and defense electronics company Elbit Systems, making them the intended supplier for both the missiles and avionics for the helicopter.Jeziorski, Andrzej. "Take your partners." Flight International, 2 September 1998.
During 1998, the Polish Council of Ministers issued its recommendation for the launch of a new tender in support of the envisioned Huzar. In response, calls were issued for an avionics and weapons systems integrator, aiming to replace the originally selected Israeli consortium due to alleged irregularities in the previous selection process. American aerospace company Boeing, which led its own bid involving in excess of 20 separate companies, represented Elbit's chief competitor for the integration contract; at one point, it appeared that political changes regarding the competitors had made Boeing the favorite to win the contract."Polish recommendation opens Huzar's avionics door for Boeing." Flight International, 12 August 1998. While Rafael's NT-D anti-tank missile was selected, this was subject to the successful completion of several test launches; if it failed, rival bids from Boeing for the AGM-114 Hellfire, British firm GEC-Marconi with the Brimstone and the Franko-German company Euromissile's HOT 3 missile. The Israeli Government resisted breaking up its consortium for a separate avionics integration contract, stating it would refuse to release the NT-D missile unless it was also awarded the avionics bid, but reportedly softened on this stance.
In mid-1999, the Polish government's plans for the Huzar helicopter were entirely abandoned, effectively ending development of the derivative immediately. In its place, a smaller fleet of W-3 Sokoł, modified for a support role, was adopted in the short term instead. Bids to upgrade 50 rotorcraft, including the adoption of new rotor blades, more powerful engines, extra fuel tanks, and additional armaments, were issued thereafter. At the time, Polish Prime Minister Jerzy Buzek stated that, for the long term requirement, a new tender for attack helicopter was to be issued by the end of June that year, and that "we expect a decision in October or November"; the envisioned competition was to be contested by the Italian Agusta A129 Mangusta, the American Bell AH-1W/Z Super Cobra and Boeing AH-64 Apache, the European Eurocopter Tiger and South African Denel Rooivalk attack helicopters."Arms makers square up for Polish bidding war." Flight International, 19 May 1999.Simon 2004, p. 92. Poland ultimately chose to pursue a relatively modest stopgap plan to upgrade its existing Mil Mi-24 fleet with Israeli-built equipment.Stewart, Penny."Mobile manoeuvres." Flight International, 28 March 2000."Poland studies Mi-24 upgrade possibility." Flight International, 21 March 2000.
Further development During the early 2000s, PLZ Swidnik issued an offer for the upgrade of 12 Sokołs previously operated by the Polish Air Force in the training role, converting them to perform the search and rescue mission instead; amongst the changes involved was the installation of Rockwell Collins-built ARC-210 transceivers and the adoption of new night-vision goggles (NVG)-compatible cockpits.Jaxa-Malakowski, Ryzsard. "SW-4 five-seater goes into series production." Flight International, 1 October 2002. In 2006, this offer was met with a corresponding contract, which would ultimately led to the production of an improved model of the rotorcraft, designated as the W-3PL Gluszec; in addition to the above improvements, a new flight control system and upgraded powerplants featuring full authority digital engine control (FADEC) software, were adopted, along with various changes to the communication, navigation and self-protection systems. The variant, which had been developed partially based upon combat experience gained in Iraq, attracted the attention of the Polish land forces, leading to discussions on modernising additional W-3 helicopters to the Gluszec standard.Hoyle, Craig. "PICTURE: Poland receives upgraded W-3PL 'Gluszec' helicopters." Flight International, 14 February 2011. By January 2012, a follow-up order for another four Sokołs re-built to the W-3PL configuration had been issued.Glowacki, Bartosz. "Warsaw details plans for military helicopter buy." Flight International, 4 January 2012.