Development and Design
The M-24 Dromader Super emerged from an ambitious 1981 development program led by engineer Józef Olesiak at WSK-Mielec, Poland's premier aircraft manufacturer. Design approval came in June 1981, with technical documentation completed by mid-1982, reflecting the urgency behind creating what was intended to be the world's most capable agricultural aircraft. The project aimed to address the growing global demand for larger, more efficient crop-dusting and firefighting aircraft.
The design team incorporated significant innovations while building upon the proven M-18 Dromader platform. The M-24 featured enlarged wings with a new central section providing increased span and fuel capacity of 1,400 liters. The chemical tank capacity grew to 2,700 liters compared to the M-18's smaller tanks, while the useful load increased by 500 kilograms to 2,500 kilograms total. A redesigned landing gear system with two-chamber shock absorbers enabled operations from unpaved airstrips despite the higher operational weights.
Prototype Development
Construction of the four flight prototypes followed a careful schedule, with the first prototype delivered for static testing on January 20, 1987. The second prototype followed in April 1987, and the third in October 1987. Test pilot engineer Andrzej Pamuła performed the maiden flight on July 20, 1987, marking the culmination of six years of development work.
Each prototype explored different powerplant options, reflecting uncertainty about optimal engine selection. The first prototype utilized the proven ASz-62 IR nine-cylinder radial engine producing 736 kW (987 horsepower), the same powerplant used in the M-18. The second prototype, designated M-24B, received the more powerful Polish-designed PZL-Kalisz K-9AA radial engine generating 890 kW (1,200 horsepower). The third prototype, known as the M-24T, was fitted with a Pratt & Whitney PT6A-45AG turboprop, representing the most advanced configuration.
Technical Innovations
The M-24's design incorporated numerous advances over existing agricultural aircraft. The enlarged crew cabin featured a second tandem seat, enabling pilot training missions or accommodating a mechanic or chemical loading operator. The chemical tank design included a large top hatch for carrying spare parts and operational equipment, maximizing mission flexibility.
A new electro-hydraulic chemical pump system delivered exceptional performance, capable of dispensing 40 liters per second (144 cubic meters per hour) – a substantial improvement over previous systems. The four-bladed PZL constant-speed propeller optimized performance across the aircraft's operating envelope, from the 110 km/h stall speed with flaps deployed to the 220 km/h cruise speed.
Development involved extensive collaboration with Polish technical institutions. The light metals plant in Kęty developed new wing profiles optimized for low-speed agricultural operations, while the Military University of Technology conducted comprehensive testing programs. Modelers from Krosno even created a remotely controlled scale model for spin testing, piloted by engineer Waldemar Peszke to validate flight characteristics.
The Manufacturer's History
WSK-Mielec's aviation heritage stretched back to 1952, when the facility began licensed production of the MiG-15 jet fighter under the designation Lim-1. The company evolved through multiple organizational changes, becoming PZL-Mielec on October 19, 1998, when Polskie Zakłady Lotnicze acquired rights to produce the M-18 Dromader, M-20 Mewa, M-26 Iskierka, and M-28 aircraft.
The company achieved JAR-21 certification in May 1999 and grew from 1,200 employees in 1998 to 1,400 by 2005-2006. However, on March 16, 2007, Sikorsky Aircraft Corporation (then part of United Technologies Corporation, now Lockheed Martin) acquired PZL Mielec, fundamentally shifting the facility's focus from indigenous aircraft development to helicopter manufacturing.
Program Termination and Legacy
Despite promising performance characteristics including a 4,000-meter service ceiling and structural limits of +3.5/-1.4 G, the M-24 program succumbed to economic realities. Poland's transition from communist economy, combined with limited production capacity and uncertain market demand, prevented the substantial investment required for mass production certification and tooling.
The four completed prototypes were registered as SP-PFA through SP-PFD, with at least one example (SP-PFC) surviving at Padew Narodowa as of May 2024. While the M-24 never achieved commercial success, the program's technical knowledge contributed to the M-18B variant development, which incorporated the PZL K-9 engine and first flew in 1993.
The M-24 Dromader Super remains a testament to Polish aviation engineering ambition during a critical period of political and economic transformation. Though production never materialized, the aircraft demonstrated that innovative design could emerge from smaller aviation industries, even when market conditions prevented commercial realization.