Expand
Predecessor Programs
The story of the I-22 starts with the TS-11. Entering service in 1964, the TS-11 Iskra “Spark” was a Polish trainer/light combat aircraft. Several hundred were produced in a half dozen variants, one of the most successful Polish aircraft. While advanced for the time, the march of technology continued on and in 1972 development of a successor began.
This was designated the M-16 and would be a supersonic, high-winged, twin-engine aircraft with a single-seat strike version and a twin-seat strike/trainer version both with advanced avionics and systems. First deliveries were expected in 1982.
The M-16 project was ambitious but also unrealistic. Suitable engines and avionics were not available and the Soviet Union was applying significant pressure on Poland, unhappy with the growing independence of the aviation industry. So in 1976 the M-16 project was reworked as the Iskra 2 with less ambitious performance. Initial production was pushed back to 1988 and budget estimates were increased by 50%. This was much more realistic than the M-16 program. The Iskra 2 was intended to replace both the Iskra and the Lim-1-6 series of license-produced MiGs.
But even before work really began, the project was killed. The decrease in performance and increase in cost and timeline meant the Iskra 2 was simply not desirable compared to purchasing Soviet designs. There would still be a need for a basin jet trainer, but the lofty goal of producing an all-in-one aircraft was dead. So in 1977, new requirements were put out for a subsonic trainer with secondary combat capabilities, to be designated the Iskra-22.
The TS-11 was the immediate predecessor of the I-22, and much more successful
Dawn of the I-22
In April 1978 the first Iskra-22 concept was unveiled. A high-wing twin-engined aircraft sharing an overall design similar to the Alpha Jet, it was to be produced in both single- and twin-seat versions. Initial production models would be powered by a modified version of the TS-11’s SO-3W turbojet, while the main production model would use a more powerful engine that would be developed alongside the aircraft. Prototypes were expected by 1982, a frankly unrealistic timeline. Analysis of the proposal in November revealed the aircraft to be unlikely to meet the required performance, and the required engine being much more advanced than was available in Poland at the time, but nonetheless the Iskra-22 was greenlit with high priority in January 1979, largely due to Poland’s growing desire to distance itself from the Soviets, which in part meant developing domestic military equipment.
In 1979 designers began to partly recognize the unrealistic development timeline and expected deliveries were pushed back to 1985, though PZL continued to aim for the original date.
The requirements for the Iskra-22 were once again reevaluated in 1980, mainly due to the underperformance of the selected engines. The aircraft, now called simply the I-22, would be built in three versions- an initial trainer model powered by SO-3W22s and with a 1,200kg load, the intermediate model powered by K-15s with a 2,000kg load, and an advanced single-seat fighter-bomber model designated the I-22M. The I-22M was to be powered by new afterburning engines and feature a 3,000kg load, increased fuel capacity, and a radar to allow use of radar-guided missiles (likely R-23s). All models would carry bombs, incendiary bombs, cluster bombs, rockets, rocket pods, and R-3S missiles. Production of three prototypes and a static airframe of the basic model were to begin production immediately.
The original I-22 design was more similar to the TS-11
Finally, Into Production
Final design work for the prototype continued through the early 80s, delayed and hindered by the worsening economic and political situation of the country as well as the conversion from traditional paper to computer programs for design and failure of the USSR to provide resources on time. So it was only in 1984 that the I-22 first saw the light of day- at this time receiving the name Iryda. First flight occurred on 3rd May 1985. Number of prototypes was increased from 3 to 6 to be completed between 1986-1990. As a result of flight testing, a number of small changes particularly to the aerodynamic surfaces were implemented. At this time the SO-3W22 was redesignated the K-5.
Despite the loss of prototype 02, the prototype series actually was completed on time and in early 1991 a pre-production series of aircraft, the I-22 M-91, was ordered.
SPW-WE, nb 06, the 6th pototype that set production standard
First and Second Series: M-91 and M-93K
The first new-build M-91s entered service in October 1992 and crews began training on the aircraft in 1993. They were found to be unsatisfactory, with outdated 70s avionics, underpowered engines, and no suspended armaments (though the aircraft were designed to carry suspended weapons, none were purchased until the M-93 model!).
As the M-91 was entering construction, the K-15 engine was undergoing testing. On December 22nd, 1992 a pair of M-91s were fitted with K-15s for the first time. These aircraft were designated the M-92, redesignated the M-93 in January. The M-93 fell just short of program requirements, so alternative drives were looked in to, but all had their issues. The SNECMA Larzac 04-C 20 was deemed too expensive, the Pratt & Whitney JT15D-5C would require a substantial redesign of the airframe. In the end two powerplants were selected- the original K-15 for domestic M-93K models and the Rolls-Royce Viper 535 for the export M-93V model. This decision was a result of the K-15 stimulating the economy and already being integrated into the I-22, while the Viper was overall the best powerplant, with similar performance to the K-15 but much higher fuel efficiency. At this time, many future models were planned- the M-95 photorecon, M-97S single-seat strike, M-97MS fighter-bomber, and M-93RM and M-99 for naval recon and strike. In the meantime, the M-93K lacked avionics.
French company SAGEM would win a contract for I-22 avionics in mid 1993, the first M-93K fitted with their avionics suite in February 1994. While the M-91 had 70s vintage avionics scavenged from decommissioned MiG-21s, the M-93 was to be fitted with all modern systems, including GPS navigation, HUD, MFDs, and computerized systems allowing for future upgrades such as guided air-to-ground weapons. The M-93K was officially accepted into service on the last day of 1994.
The M-93K was the main production model of the I-22
Ultimate Iryda: M-96
As mentioned above, the M-93K still fell short of performance requirements. In 1995, Germany offered to sell 45 Alpha Jets, but this was rejected after protest by the aviation industry. Instead, a further improved model of the I-22 would be developed. While the biggest shortcoming of the M-93K, the K-15 engines were all Poland had available, so the new I-22 model would have to use them. Instead, this M-96 model would feature improved aerodynamics, as well as new avionics and ejection seats. First flight of the I-22 M-96 occurred on 16th August 1997. The aircraft showed exceptional agility, with acheivable AoA nearly doubled from 17 degrees to 30- higher than that of the MiG-29 despite no fly-by-wire system! This was achieved thanks to the new LERXs, blow flaps, and larger tail surfaces. However, by this point PZL Mielic was nearly bankrupt. The I-22 program as a whole was massively behind schedule and over budget, and with the Cold War over and NATO aircraft readily available, there was no real interest in the I-22 M-96.
In 1999, WSK PZL Mielic filed for bankruptcy. The existing contract for 6+11 aircraft was legally required to continue, but after that there would be no more funding for the I-22. Poland lacked the funds to service the M-96s, but also lacked the funds to convert them back to M-93Ks or to dispose of them. The I-22 was left in limbo. A number of proposals of what to do with the aircraft floated around in the following years. Perhaps the program can be restarted and the I-22 replace the TS-11? Too expensive. Maybe the Navy could use the I-22 to replace the TS-11R and MiG-21bis? Too expensive. Perhaps the M-96s can be put back into production and offered to India, the only export customer of the TS-11? Too expensive.
Finally in 2008, the desicion was made to donate the entire I-22 fleet to museums, with any not picked up to be scrapped. And so ended three decades of development and work, with nothing to show for it.
One upside of the I-22’s fate is that most are preserved at museums
Into the 21st Century: M-93M
In 2001 the I-22 was revived one last time. The idea was to create a modernized, standard model of the I-22 that all existing aircraft could be brought up to and that could see new production for the Navy and for export. At the time, the Navy was still looking for a replacement to the TS-11 and MiG-21bis. To accommodate the Navy and export customers, compatible armament was expanded to include the RBS-15 anti-ship missile and AIM-9 Sidewinder. The design was essentially just the M-93K but with a reinforced wing with the slats and flaps of the M-96 but not the LERXs. Overall, it was not a bad idea. The aircraft was relatively cheap and effective, using mostly existing components, and could have been a true, definitive successor to the TS-11. However, there simply wasn’t any funds whatsoever available to pursue the program further, leading to the M-93M project quietly fizzling out after only one prototype was produced.
The M-93M was unveiled at the 2002 Radom Airshow
