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It was developed as a modification of the 4-seat, multi-purpose Soviet Yak-12M aircraft, produced at WSK-Okecie, in response to the demand for agricultural and forestry services. The modifications to the design involved installing a 550-litre chemical tank in place of the rear seats, introducing a 4-degree wing sweep, adding endplates, moving the main landing gear rearward, enlarging the horizontal stabiliser and changing its angle of incidence.
The prototype was first flown on 14 April 1958 and serial production began in 1960. By 1970, when production ended, 326 units had been built, including 215 agricultural, 79 utility and 32 ambulance versions. Of this number, 134 units were exported, mainly in the agricultural version.
The aircraft proved itself in service and provided the equipment base for the development of agricultural aviation in Poland and the expansion of aerial application services abroad. From 1967, PZL-101 agricultural aircraft operating in Poland were progressively redeployed to Egypt and Sudan, and from 1976 they were replaced by the safer and more efficient specialised PZL-106 Kruk. The operation of Gawrons there ended in 1983. To this day, PZL-101 aircraft are still used domestically in the aeroclub version.
The “Gawron” is a single-engine, strut-braced high-wing monoplane of metal construction covered with fabric. The fuselage is welded from steel tubes. The fixed undercarriage has a tailwheel and is cushioned with rubber bungee cords. The two-spar duralumin wing has a fixed slot along its leading edge. Fuel tanks of 80 litres each are housed in the wings. For ferry flights, additional 90-litre tanks can be fitted under the wings. The powerplant is a 260 HP (191 kW) AI-14R radial engine manufactured at WSK-Kalisz, with a W-530D adjustable wooden propeller made at WSK-Okecie.
During the landing roll, near a ditch, it kicked with the right leg, braced with the left aileron, “flipped” 180 degrees backwards and at nearly the same speed as during the roll, taxied across the airstrip towards the take-off position. When I later discussed this with aerodynamicists, they wouldn’t believe me, yet I was not the only one who saw it with my own eyes. — Jozef Wojtowicz*
The agricultural equipment was mounted to the tank throat. The dry-material version featured an open tunnel and an agitator inside the tank, driven by a windmill mounted above the tank. Chemicals were loaded through a hatch on top of the tank. The spraying version had a pumping unit with a centrifugal pump driven by a windmill, control valves and spray bars with nozzles mounted on the struts and wing. The liquid equipment had an emergency dump valve for the tank. The agricultural devices were operated by a pneumatic system.
An agricultural-version PZL-101 Gawron is now a rarity; most aircraft ended up in Africa where, after being replaced by the PZL-106 Kruk, they were scrapped. In the agricultural aviation exhibition this type is represented by a PZL-101A in the transport version (differing, among other things, by additional windows at the rear of the cabin), acquired from Piotr Lenartowicz. Its overhaul, painting and delivery to Krakow at his own expense was undertaken by Zbigniew Wodnicki, owner of the Aeroplan s. c. repair company. Ready for exhibition, the aircraft was delivered and assembled on 31 August 2011. It bears the livery typical of agricultural aircraft, and on the wing endplate one can admire the distinctive silhouette of the bird after which the aircraft is named.
| year of production | 1963 |
| wingspan | 12.68 m |
| length | 9.0 m |
| height | 3.12 m |
| wing area | 23.86 m2 |
| empty weight | 1000 kg |
| take-off weight | 1660 kg |
| cruise speed | 155 km/h |
| working speed | 110 km/h |
| max speed | 170 km/h |
| service ceiling | 2400 m |
| range | 450/1100 km |
| take-off/landing run | 110/75 m |
| spraying working width | 35 m |
| fertilising working width | 15 m |
| powerplant | 9-cylinder air-cooled radial piston engine PZL AI-14R rated at 260 HP (191 kW) with an adjustable 2-blade wooden propeller W-530D. |
The An-2 is a multi-purpose aircraft designed in the Oleg Antonov design bureau. The prototype was first flown in 1947. It was manufactured in series in the USSR, China and Poland — at WSK Mielec between 1960 and 2002. A total of 11,954 units were produced there. The most numerous was the agricultural version (7,880 units; together with those produced in the USSR and China, it is the most numerous type of agricultural aircraft in the world).
The main recipient of the An-2 produced in Poland was the USSR (10,628 units), while 464 units were used in Poland. The An-2 is particularly well suited for work in difficult field conditions. The structure is robust — it was designed and tested under extreme positive and negative temperature conditions.
Its large payload capacity and fuselage volume allow the transport of spare engines, replacement parts and crew members. A disadvantage is the lack of de-icing equipment. The strong undercarriage, large tyres and wing high-lift devices enable short take-offs and landings even on rough operational airstrips.
The An-2 is a single-engine biplane of metal construction with a fixed conventional undercarriage. The wings and tail surfaces are fabric-covered. The upper wings have automatic leading-edge slats, and both wings have landing flaps. Metal fuel tanks with a total capacity of 1,200 l are housed in the upper wings. The centre section of the fuselage contains a cargo compartment where, in the agricultural version, the chemical tank is installed. The fuselage doors are double: smaller ones for crew and passengers, and larger ones, opening outward, for cargo loading. The cockpit has dual controls. The wheels can be replaced with skis or floats for the seaplane version. The powerplant is a 9-cylinder radial Asz-62IR engine rated at 1,000 HP (736 kW) with an adjustable metal AW-2 propeller of 3.6 m diameter.
Sometimes I laughed that I was flying an agricultural machine, and a very versatile one at that. The Antonov in its agricultural version performed many functions — it just couldn’t plough. — Stefan Weker*
The basic common component of the agricultural equipment is the chemical tank. It is made of epoxy laminate reinforced with glass fibre and has a capacity of 1,350 l. In the dry-material version, a tunnel spreader was mounted under the aircraft at the tank throat, and above the tank there were 2 loading chutes for fertiliser as well as a windmill-driven agitator inside the tank.
In the liquid-spraying version, a pumping unit equipped with a centrifugal pump driven by a windmill was mounted at the tank throat, along with pneumatically operated valves controlling the flow of liquid to the spray bars suspended under the fuselage and lower wing. Up to 96 spray nozzles of various types and sizes could be installed on the bars. For ultra-low-volume (ULV) spraying, rotary atomisers were mounted on booms under the wings.
The aircraft bearing the registration SP-WMK, produced in 1974, logged 7,465 flight hours in Poland, Iran, Egypt, Tunisia, the GDR and Slovakia. It was donated by the Aerial Application Services Plant in Mielec and overhauled by its former employees under the supervision of Andrzej Brzostowski. Next to the aircraft, dry-material spreading equipment can be viewed.
| year of production | 1974 |
| wingspan | 18.18 m |
| length | 12.40 m |
| height | 4.10 m |
| wing area | 71.53 m2 |
| empty weight | 3460 kg |
| take-off weight | 5500 kg |
| cruise speed | 180–200 km/h |
| working speed | 150–160 km/h |
| max speed | x km/h |
| service ceiling | 4400 m |
| range | 1200 km |
| take-off/landing run | 200/200 m |
| spraying working width | approx. 35 m |
| fertilising working width | approx. 20 m |
| powerplant | 9-cylinder air-cooled radial piston engine Asz-62IR rated at 600 HP (441 kW) with an adjustable 4-blade metal propeller AW-2 of 3.6 m diameter |
In the late 1950s, the Mikhail Mil design bureau in the USSR began work on a successor to the Mi-1 helicopter. The new helicopter was intended to carry 8 people and be powered by a turbine engine. The Klimov design bureau started work on the GTD-350 engine, modelled on the American Allison 250. The prototype of the V-2 helicopter, powered by two GTD-350 engines, was first flown in 1961. In 1963 it entered production under the designation Mi-2.
In 1964, licence production of the helicopter and the engine was transferred to Poland. The first serial units were produced in 1965. A total of about 5,450 Mi-2 helicopters of various versions were built, including 350 in the agricultural version. In civil aviation, Mi-2 helicopters continue to be operated as passenger, ambulance and patrol aircraft. They also fly in police and border guard aviation.
Numerous military versions of the Mi-2 were developed: transport-ambulance, passenger, training, rescue, assault, and smoke-screen/contamination reconnaissance variants. The agricultural version was first flown in 1968. In Poland, Mi-2R helicopters were operated by the Helicopter Services Plant (ZEUS) at PZL Swidnik, and subsequently by the Heliseco Aviation Service Enterprise in Swidnik.
The Mi-2 is a multi-purpose helicopter of metal construction. It has a fixed undercarriage with a nosewheel and a 3-blade metal main rotor. The cabin accommodates the pilot and an operator, as well as 8 passengers or 700 kg of cargo. The powerplant consists of 2 GTD-350 turboshaft engines rated at 405 HP (298 kW) each, manufactured at WSK PZL-Rzeszow.
Looking at the operational parameters […] for this helicopter […], completing a more than 550-kilometre flight over the open sea from Heraklion on the island of Crete to Alexandria seems impossible, yet it was accomplished by the pilots and mechanics of ZEUS. — Ryszard Kosiol*
In the agricultural version, 2 laminate chemical tanks with a capacity of 600 l each are mounted on the outside of the fuselage. Lattice frames for suspending spray bars and atomisers (for ultra-low-volume spraying) are attached to the fuselage. The chemical pumps and atomisers are driven by electric motors.
In the dry-fertiliser version, the following are used alternatively: pneumatic tunnels mounted at the tank throats, in which airflow is forced by electrically driven fans; and mechanical centrifugal disc spreaders with electric drives, mounted at the tank throats.
The exhibited helicopter is equipped with tanks and equipment for spreading dry chemicals. It was donated by “Heliseco” to the Polish Aviation Museum in Krakow on 10 June 2008. Produced in 1972, it logged 2,823 flight hours. It carried out aerial application operations in Poland as well as in Egypt, Iraq and Nigeria.
| year of production | 1972 |
| rotor diameter | 14.50 m |
| length | 17.42 m |
| fuselage length | 11.94 m |
| height | 3.75 m |
| empty weight | 2410 kg |
| take-off weight | 3550 kg |
| max speed | 210 km/h |
| service ceiling | 4000 m |
| range | 800 km |
| spraying width | 30 m |
| fertilising width | 28 m |
| powerplant | two GTD-350 turboshaft engines rated at 405 HP (298 kW) each, driving a 3-blade metal rotor |
The PZL-106 “Kruk” is the first Polish-designed specialist agricultural aircraft, designed at WSK PZL Warszawa Okecie under the direction of Andrzej Frydrychewicz, MSc Eng. It is a single-engine, strut-braced low-wing monoplane of all-metal construction.
It has a fixed undercarriage with a tailwheel. The fuselage is welded from steel tubes and contains space for the chemical tank, which is positioned ahead of the pilot’s cockpit. Particular attention was paid to pilot safety. The cockpit is a separate integral unit, attached to the fuselage truss. Behind the pilot’s cockpit there is a separate compartment for a mechanic, used during ferry flights. The cockpit is sealed and pressurised, and the incoming air is filtered.
To prevent the consequences of collisions with power lines, wire-cutting knives are mounted on the main undercarriage and in front of the pilot’s cockpit, and a deflector cable runs from the top of the cockpit to the top of the vertical stabiliser. Below the cockpit is a cargo space where agricultural equipment is secured on appropriate mounts during longer ferry flights. The wing in the A version is a two-spar design. The torsion box is sheet-metal skinned, and the trailing portion is fabric-covered. A fixed slot extends along the entire wingspan.
— When I finally hit those trees, I understood why the cockpit was so large — the pilot later testified before the commission — in a Gawron I would have long since smashed my head into the instrument panel. I only felt the bent stick slide across my chest; in a Gawron I would already have been like a butterfly pinned on a needle… — after: Andrzej Kardymowicz*
The basic component of the aerial application equipment is the chemical tank. It is made of epoxy laminate reinforced with glass fibre. It is placed in the fuselage truss between the engine and the pilot’s cockpit. In its upper part, the tank has a loading opening for dry chemicals, closed by a pneumatically operated hatch controlled from the cockpit. In its lower part, the tank has an outlet fitted with locks for attaching various versions of underwing equipment. Dry-material equipment consists of a dispenser mounted on the tank and a tunnel spreader suspended from fuselage fittings. Liquid equipment consists of a pumping-filtering unit, an under-fuselage pipe for filling the tank with working fluid, and spray bars with 90 fittings for shut-off valves with interchangeable spray nozzles. The bars are suspended on booms behind the trailing edge of the wing.
The exhibited aircraft, serial number 05005, is one of 7 pre-production units with a “T” horizontal stabiliser. The aircraft with a PW R-1340 engine was first flown by W. Lukomski in March 1975, and subsequently with a Lit-3S engine in May of that year by J. Wojnar. The latter prototype powerplant was derived from the Lit-3 helicopter engine produced at WSK PZL Rzeszow. This engine became the precursor of the PZL-3S and SR engines used on production PZL-106 aircraft. In 1975–76, factory flight tests of various powerplant units and agricultural equipment were conducted on these aircraft. One of the aircraft took part in operational trials in Egypt. The aircraft bearing the registration SP-PBK was donated to the Polish Aviation Museum by EADS PZL Warszawa-Okecie on 7 October 2007.
| year of production | 1975 |
| wingspan | 14.8 m |
| length | 8.9 m |
| height | 3.32 m |
| empty weight | 1685 kg |
| take-off weight | 3000 kg |
| cruise speed | 160 km/h |
| working speed | 145 km/h |
| max speed | 211 km/h |
| service ceiling | 4000 m |
| range | 680 km |
| take-off/landing run | 240/210 m |
| spraying width | 35 m |
| powerplant | 7-cylinder air-cooled radial piston engine Lit-3S (PZL-3S) rated at 600 HP (441 kW) with a 4-blade laminate propeller US 129000 |
The PZL-106 Kruk was developed by engineer Andrzej Frydrychewicz as a successor to the PZL-101 Gawron. The new aircraft was a light, single-engine, single-seat agricultural machine of all-metal construction in a low-wing layout. Work on the project was carried out during a period when the Polish aviation industry was engaged in building the unsuccessful M-15 jet agricultural aircraft. The first Kruk prototype was flown in April 1973. After further testing, production of a pre-production series began — 7 units were built.
The last two aircraft of this series became prototypes of the PZL-106A version. Simultaneously, tests were conducted with various agricultural equipment. Serial production of the PZL-106A began at the Panstwowe Zaklady Lotnicze in 1976. Between 1979 and 1983, tests were conducted with different powerplants. The PZL-106A was developed based on experience from trials of the prototype PZL-106 with a T-tail, which was abandoned due to significant vibrations in the tail section of the truss fuselage. The Kruk was produced in series from 1976. It was operated by the Aerial Application Services Plant domestically and particularly in Egypt and Sudan, where it replaced the less safe and less efficient PZL-101 Gawron aircraft, which were withdrawn from service.
A considerable number of these aircraft were also purchased by the GDR, whose “Agrarflug” enterprise cooperated in refining their agricultural equipment. Serial production was interrupted in the late 1980s and resumed in 1995. In total, between 1976 and 2002, 147 aircraft of the A, AR and AS versions and 126 of the BR, BS and BT versions were produced, including 32 BT units. 102 units went to the GDR, 72 to the Aerial Application Services Plant, and the remainder operated in South and Central American countries. Currently, no PZL-106 aircraft remain in service in Poland.
The aircraft’s construction was similar to the SP-PBK prototype. In serial-production aircraft, the fuselage sides were removable sheet-metal panels, facilitating the installation of agricultural equipment inside the fuselage during longer ferry flights. During these flights, the chemical tank, after fitting an appropriate bottom plate, was used as an auxiliary fuel tank (900 l). The Kruk was produced in the following variants: PZL-106A with a PZL-3S engine and US 132000 propeller, PZL-106AR with a PZL-3SR engine and US 133000 propeller, PZL-106AS with an Asz-62IR engine (1,000 HP/736 kW) and AW-2-30 propeller. In 1981, a new B wing was developed featuring a different airfoil, shorter teardrop-profile struts, electrically actuated flaps and an integral fuel tank.
Aircraft equipped with this wing were produced from 1982 with the PZL-3SR engine as the PZL-106BR, and with the Asz-62IR engine as the PZL-106BS. A version with a Czech-made Walter M-601 turbine engine (600 HP/442 kW) was also developed and produced from 1989 as the PZL-106BT-601 (the first Polish turbine-powered aircraft). In 1981, a firefighting version was prepared, equipped with an appropriate bottom plate and a foam concentrate tank. A unique solution was the training version, where a unit was installed in place of the standard chemical tank: its upper part contained an instructor’s cabin, and its lower part a 300-litre liquid chemical tank. This arrangement allowed pilot training and pilot checks to be conducted during normal working flights. After training was completed, the standard tank was reinstalled and the aircraft “returned” to its working configuration. In the 1980s, using the main structural assemblies, engineer Andrzej Frydrychewicz developed a multi-purpose aircraft family. An armed version was even created, intended for operations against Colombian drug cartels.
[…] in the days of the GDR many people tried to escape to the West […] One desperate mechanic […] packed his family into the chemical tank and flew off. After crossing the border between the two German states seven times (!), due to poor navigation, he safely landed in West Germany and was granted asylum […] — Andrzej Kardymowicz*
The serial-production PZL-106AR, factory number 07810131, from the 7th series, was built in 1981 at PZL Warszawa-Okecie as the 131st unit. It is equipped with a PZL-3SR engine manufactured by PZL Rzeszow and a US 133000 propeller manufactured by PZL Okecie. Until 1992, this aircraft was operated by WSK PZL-Rzeszow under the registration SP-KFB for flight testing of PZL-3S and -3SR engines. It was donated to the Museum collection by WSK PZL-Rzeszow in 1992.
| year of production | 1981 |
| wingspan | 14.92 m |
| length | 9.10 m |
| height | 3.32 m |
| wing area | 28.4 m2 |
| empty weight | 1670 kg |
| take-off weight | 3000 kg |
| cruise speed | 180 km/h |
| working speed | 150 km/h |
| max speed | 211 km/h |
| service ceiling | 4000 m |
| range | 680 km |
| take-off/landing run | 200/200 m |
| spraying working width | 30–35 m |
| fertilising working width | 10–25 m |
| powerplant | 7-cylinder radial piston engine with reduction gear PZL-3SR rated at 600 HP (442 kW); 4-blade US 133000 propeller |
The world’s only jet-powered agricultural aircraft. Designed and manufactured at WSK Mielec on order from the USSR, which was seeking a successor to the An-2 in the role of an agricultural aircraft. Because Soviet agriculture was dominated by large-scale farming, solutions were needed to increase the chemical payload as well as the width and uniformity of dusting. The creation of the new aircraft was intended to be part of an agricultural modernisation programme promoted by the new USSR leadership of Leonid I. Brezhnev and Alexei N. Kosygin, who came to power in the second half of the 1960s.
Designers from various aircraft factories, the Institute of Aviation, and Soviet engineers participated in the design and testing, led by engineer Riamir Adamovich Izmailov, whose I-711 project was selected for further development. The Polish lead designer was engineer Kazimierz Gocyla. The formal basis was the protocol of 26 April 1971 on cooperation in the serial production of aviation products in Poland, and the intergovernmental agreement on the development and production of new aviation products in Poland, signed on 1 December 1971. In order to test the biplane configuration with a jet engine adopted in the design, a flying laboratory called Lala-1 was built at the Institute of Aviation: the forward fuselage with wings of an An-2 aircraft was mated with an AI-25 engine and a new tail assembly mounted on a new uncovered truss structure. Curiously, the aircraft was registered as a military machine.
Testing showed that the use of jet propulsion did not adversely affect the spraying/dusting characteristics, nor did it harm crops. The prototype was first flown on 9 January 1974 (pilot: Tadeusz Golebiewski). Serial production began in 1976 and ended in 1981. A total of 175 units were built, including 10 in the dual-control version. Most of the aircraft went to the USSR. Five aircraft underwent operational trials at the Aerial Application Services Plant, and several flew in the GDR. In 1977, the M-15 was demonstrated at the Paris Air Show, where it was given the name “Belphegor”, which was later officially registered. However, wider operational use did not materialise due to high fuel consumption (which, especially in light of the 1970s oil crisis, significantly increased operating costs), long turn-around times, and high requirements for chemical quality and technical servicing that were difficult to meet under Soviet conditions.
A problem turned out to be the proper flushing of the equipment, as water sources were lacking at operational airstrips. Many USSR pilots feared that using an aircraft with twice the application efficiency of the An-2SCh/An-2R would lead to staff reductions and the reassignment of some pilots to lower-paid duties. One of the drawbacks attributed to the M-15 was of a systemic-economic nature: the fuel for the turbojet engine — aviation kerosene — unlike the petrol used in the “Anteks” (An-2s), could not be sold on the black market for use in cars…
The aircraft is of all-metal construction in a twin-boom biplane layout with twin rudders. The biplane configuration allowed the separation of wing high-lift devices (upper wing) from the agricultural equipment (lower wing), and the twin-boom tail arrangement provided unobstructed exhaust gas flow and avoided interference with chemical distribution by the jet wash. The single-seat cockpit offers excellent visibility (no engine or propeller in front!), is ventilated (using engine bleed air) and heated; according to pilots, it provided exceptional comfort for an agricultural aircraft. There was capacity for 2 mechanics during ferry flights. The undercarriage is a fixed tricycle type with a nosewheel. The powerplant is an AI-25 turbofan engine. This choice was partly driven by the fact that piston and turboprop engines available in the USSR did not provide sufficient power for an aircraft intended to carry a greater payload than the An-2. It was assumed that selecting a powerplant known from the Yak-40 regional airliner, operating USSR domestic routes, would facilitate technical servicing. The operating costs of the fuel-hungry engine were expected to be relatively low, given the then-low prices of aviation kerosene and the engine’s fairly long service life. The engine was mounted in the upper part of the fuselage; its height and the proximity of the cockpit below and ahead were intended to protect against foreign object ingestion under the typical operational airstrip conditions of agricultural aviation. At the rear of the fuselage, a trolley with a starter-loader unit — the AI-9 auxiliary power unit — was carried.
[…] there is no comparison to the other agricultural aircraft I flew, such as the Thrush Commander S-2R or M-18 Dromader. Getting into those aircraft was almost like getting into a tractor, while the M-15 — that was an office! — Jerzy Zieborak*
The design incorporated a number of innovative solutions, particularly in the agricultural equipment. Two laminate chemical tanks of 1,450 l each were installed between the wings. The agricultural equipment provided exceptionally uniform lateral distribution and a large working width. In the dry-material equipment, built into the wings, compressed air from the engine compressor (so-called bleed air) was used to transport chemicals from the tanks, as well as to drive the turbopump and atomisers in the liquid version.
The M-15 at the Polish Aviation Museum was assembled from parts of two aircraft with serial numbers 1S006-01 and 1S006-03 — two of the three test aircraft built in 1976–77, after the completion of eight prototypes. 1S006-01 was used for static tests, and 1S006-03 for testing modified agricultural equipment. The aircraft assembled from these two units was donated to the Aviation Museum in Krakow by WSK “PZL-Mielec” in 1981.
| year of production | 1976 |
| wingspan | 22.33 m |
| length | 12.72 m |
| height | 5.34 m |
| wing area | 67.9 m2 |
| empty weight | 3270 kg |
| take-off weight | 5750 kg |
| cruise speed | 200 km/h |
| working speed | 160–175 km/h |
| max speed | 200 km/h |
| service ceiling | 4500 m |
| range | 480 km |
| take-off/landing run | 260/270 m |
| working width | up to 60 m |
| fuel consumption | 550–700 l/h |
| powerplant | AI-25 turbofan (bypass) engine with a thrust of 14.7 kN (1,500 kgf) |
Looking back with fondness, one remembers the gliders on which we began to conquer the skies, and which can now only be found in a museum: “Czaple”, “Muchy”, “Bociany”. — Leszek Kostecki*
M-20 Mewa of Aerogryf Aviation at the Rakowice-Czyzyny airstrip • MLP archive
A collection of models made and donated to the Museum by Jozef Roguz, former director of the Aerial Application Services Plant in Mielec. The 1:48 scale models depict all aircraft types used in Polish agricultural aviation. The collection can be viewed in the educational room in the MLP Main Building.
An aircraft used in Polish agricultural aviation as a utility and forest patrol aircraft. The example on display at the MLP outdoor exhibition was donated by Aerogryf Aviation after a ferry flight to the museum’s Rakowice-Czyzyny airstrip.
Future agricultural pilots took their first “steps” in the air on popular gliders, mostly produced by the Szybowcowe Zaklady Doswiadczalne (Glider Experimental Works) in Bielsko-Biala. The glider exhibition in the Large Hangar features types well known to pilots trained between 1945 and 1990.
The engine exhibition features, among others: the GTD-350 turboshaft engine and rotor gearbox used in Mi-2 helicopters; the Belphegor’s engine — the AI-25 turbojet, along with the AI-9 starter unit carried at the rear of this aircraft’s fuselage — AI-9; the M-11 engine in the D version (used in the CSS-13) and FR version (Yak-12); the Shvetsov ASz-62 powerplant used in the An-2 and M-18, among others, is exhibited in the MLP Main Building (with a three-blade propeller — the powerplant comes from a Li-2 aircraft).
The Polish Aviation Museum’s collection holds many valuable exhibits related to agricultural aviation that are not currently on display. Among them, the most significant is the CSS-13 “crop duster”. Other interesting objects include: an additional PZL-106 cockpit, the wings and agricultural equipment of the PZL-126 Mrowka, and a PZL-107 Kaczor II concept model.
