Military Aviation Works No. 1 [WZL1] Switching from Lada to Mercedes

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Maciej Szopa, Defence24: What financial results did WZL1 achieve in the past year? Can we call it a success?  

Dr. Eng. Jacek Goszczyński, CEO of WZL1: The results are positive and quite solid. They might not be as optimistic as predicted a year ago, but not everything can be foreseen. We are implementing corrective measures that will make the next year better and more stable from the company’s perspective. 

Specifically?

We have contracts signed for the entire year, and the forecast for 2025 looks very promising. Some contracts are still under negotiation. Although the talks are advanced, these involve military orders where not only strict economic calculations but also political factors come into play.

WZL1 is in a period of transformation, transitioning from servicing and overhauling old Soviet-era equipment to modern Western designs.

You’ve mentioned corrective measures. What areas will these cover? Solely the contract negotiation?

WZL1 was transformed into a joint-stock company in 2009 as a result of commercialization. In 2011, the „auxiliary facility” – WZL3 from Dęblin – was merged into it, and later it operated as a self-balancing branch of WZL1. 

Today, that has changed. WZL1 now operates under a unified, coherent organizational regulation. People from Dęblin and Łódź work together knowing that their interests affect both locations. The synergy effect is paramount, not internal competition. We are preparing for the certification of the entire plant—until now, the facilities were certified separately. This process will now cover all of WZL1 and will include certification under EMAR (European Military Airworthiness Requirements) as well as EASA.         

We are also preparing the company for the challenges of offset programs linked to major arms purchases for the Polish Armed Forces.

New reality, new challenges, new collaborators… How is the cooperation with Western partners, for example with Lockheed Martin?

The cooperation with Western partners is going very well.

 Meeting the formal requirements of Lockheed Martin, including U.S. government regulations, and obtaining the Production Line Validation Certification with U.S. government involvement allowed WZL1 S.A. to join Lockheed Martin’s Global Supply Chain, opening broader opportunities in the international market.

We supply starter containers for Patriot systems globally, and similarly, we provide Lockheed Martin’s production elements for Apache helicopters. The collaboration goes well, WZL1 gains new competencies.

While work on the Mi-8 family remains our mainstay, new areas are emerging. Besides Lockheed Martin, we are also executing a contract for the maintenance of M-346 Bielik aircraft and are preparing to service AW101 Merlin helicopters.  

When will work on the AW101 begin?

This should start by year’s end.

When will work on the Mil helicopters cease to be the core of WZL1’s activity, being replaced by Western and domestic equipment?

In Poland, several dozen Mi family helicopters (Mi-8, Mi-17, and Mi-24) still serve and will continue to do so for a few more years until their calendar life ends. Additionally, there are five Mi-17s purchased in 2010 for operations in Afghanistan, which could theoretically be in service for a long time. Our work on Mi platforms involves not only MRO (Maintenance, Repair, Overhaul) to extend their service life but also the installation and integration of various types of equipment. This is one reason the Armed Forces are keen to keep these helicopters operational for as long as possible.       

Unfortunately, there is currently no successor to the Mi-8/17 in Poland: an outcome of irresponsible decisions made in 2016 regarding the Caracal project.

When will you obtain competencies for servicing AW101 or AH-64 at a level comparable to that for the „Mi” family?

Discussions on execution contracts for Apache maintenance are ongoing, and we will be able to specify timelines once they conclude.

For the AW101, the difference in MRO compared to the Mi-8 is like comparing a Lada to a Mercedes. Although both are cars, they belong to entirely different worlds.

Western systems rely on highly developed self-diagnostic mechanisms, whereas Russian systems lack these but have kilometers of wiring onboard. Western helicopters also have wiring, but they use the MIL bus, which provides a completely different data flow structure, resulting in different functionality. The number of sensors in Western designs is incomparably higher than in Russian systems.

In general, Soviet technology is closed, whereas Western technology is open. Western designs are modular, meaning that in many cases, repairs are not performed; instead, modules are replaced based on diagnostic readings.

So, do you already have some expertise?

If you learn to effectively repair a Lada, you’ll have no problem handling a Mercedes. The fundamental knowledge of how an aircraft is designed is the same. The challenges arise when dealing with the specifics of modern avionics and diagnostics. This is what differentiates modern Western helicopters from older post-Soviet designs.    

Unfortunately, technical competencies alone are not enough. The level of proficiency in technical English must be improved. Personnel must have an excellent command of technical English, understand diagnostic readings, and be able to read service manuals. This is one of the biggest challenges.  

Are you planning to retrain your entire staff? Or are you considering hiring new employees from universities or vocational schools?

The retraining of personnel is already underway. Since we arrived, we have launched language training programs. Currently, in collaboration with the Armament Agency and the Ministry of Defence, we are developing an educational program. We are utilizing existing state infrastructure to support English language education, including STANAG-based courses tailored to technical English requirements. We are actively working to make up for the gaps inherited from our predecessors.

How is the recruitment and inflow of new personnel going? 

This is another challenge we face. In Poland, there is practically no secondary education system dedicated to preparing aviation mechanics, despite the enormous demand for them.

Is there a chance that schools for aviation mechanics could be established in Dęblin or Łódź?

We are discussing this with the city authorities in Łódź. I hope that, over time, such schools will be established, specializing in training aviation mechanics. It is a very attractive profession. We are also in talks with offset providers regarding support for such initiatives.  

What does that mean exactly?

It is essential to equip the schools, hire specialists to teach the trade, and prepare internship opportunities. We are working on developing a comprehensive program, which is a long-term challenge. If we start now and complete the foundation by next year, the first fully trained graduates will emerge in 8–10 years. But that is precisely the timeframe we need.  

Will you be involved in maintaining the leased AH-64D helicopters? Those eight temporary aircraft.

Initially, they will be used to train personnel at the Military University of Technology. At the Warsaw Bemowo airfield, cadets and unit soldiers will be able to learn basic maintenance tasks on these helicopters. Will these also be serviced at WZL? That depends on the terms of the executive agreements.

Are you satisfied with the agreements related to the Apache helicopters?

We are currently in intense negotiations over the executive agreements. The process should be completed in the fall. Such agreements always serve as a major catalyst for any company. 

What investments have you implemented since July 2024, following the management change? What are your future plans?

For us, investments are closely tied to offset and accompanying initiatives. Some aspects I cannot disclose, but they are progressing as part of the Wisła program. It will bring a truly new quality. 

Once the executive agreements are signed, concrete investments will follow to support aircraft-related work: new facilities, machinery, equipment, and training programs for the crew. We are also awaiting the delivery of the full MRO (Maintenance, Repair, and Overhaul) equipment required under the offset program. Everything that needed to be done on our end has already been completed.

Currently, our employees are training in the UK on AW101 helicopters. In June, they will begin transferring the acquired knowledge to other employees in Poland. Theoretically, we should be ready by July, provided that the supplier ensures the availability of spare parts. 

Would you say that these initiatives are progressing according to plan?

Yes. Step by step, we are executing what needs to be done.

Speaking of Leonardo, how are things progressing with the Master program?

Work is ongoing continuously and has been for some time. The Dęblin team provides full operational support for the M-346 fleet and its simulator infrastructure.

There is much talk about strengthening European cooperation. Discussions are underway regarding Poland potentially joining or even acquiring a stake in Airbus. Do you see an opportunity for WZL1 in this context? 

Ten years ago, when the PGZ Group was formed, it was said that WZL1’s ambition was to enter production. Partnering with Airbus, specifically Airbus Helicopters, could create such opportunities.

From your perspective, is this realistic, or are you more focused on the present, such as repairs and modernization?

Airbus Helicopters is already present in Poland, with a research and development center in Łódź and another research facility in Stryków, near Łódź. It seems like a natural partner for us.  

Currently, multiple parallel initiatives are underway at different levels. Poland has purchased 96 Apache helicopters, with eight additional ones to be leased temporarily. Additionally, Poland has acquired 32 AW149s and four AW101 Merlins, not to mention several Black Hawks. In total, we are talking about roughly 140 helicopters. Each requires two pilots, meaning we need to train at least 280 pilots. Given military requirements, such as maintaining 2.5 crews per aircraft, we’re actually talking about approximately 700 personnel. We must not forget the large number of technicians required to maintain this fleet.      

Furthermore, new, lightweight twin-engine training helicopters are needed for both pilot training and exercises. The growing fleet we are building will require highly skilled specialists for each type of helicopter. Few people remember that the purchase cost of the helicopters accounts for only 15–25% of the total cost required for their implementation and operation. 

There is also an ongoing discussion about acquiring heavy helicopters for Poland. Are you involved in any talks on this matter?

No. We would be a secondary party in such discussions.

Beyond the Master program, do you see other opportunities for WZL1 regarding fixed-wing aircraft or other air platforms?

I would point to engines. Under the Apache program, Dęblin has been designated to service T700 engine family units. As part of the contract for Polish AH-64s, GE has sold Boeing 210 of these engines. These engines also power the AW149, Black Hawk, and AW101 helicopters. There’s an offset aspect to this, but also a business case. It has to be profitable for everyone involved. Of course, this is also a technical challenge.     

It is no secret that we are negotiating the possibility of servicing helicopter engines used in Abrams tanks. I want to emphasize that these are turboshaft helicopter engines adapted for land vehicles, specifically the Abrams tanks.

If this deal goes through, will it be a significant contract for Dęblin?

I hope so. It is an exciting direction for development.

Are you also considering expanding cooperation with Lockheed Martin, given the strong relationship you’ve built?

The acceptance of our production elements has been seamless from the customer’s perspective. Today, we already have a signed contract for the second phase of the Wisła program, which is significantly larger than Wisła 1. We are not slowing down.

The company is at a historic moment, and so is Polish military aviation. There has never been such a broad replacement of helicopters in Poland. This is essentially a complete overhaul of the fleet, ultimately leading to the retirement of Soviet-era equipment.  

We face enormous challenges, but also tremendous progress and growth opportunities. I am confident we will succeed. It is also important to emphasize that, alongside organizational and implementation changes, we have reached agreements with labor unions. This allows us to introduce a motivation system where competencies are the key factor. Without this, we would not be able to attract young talent. They must see a future for themselves here.    

Thank you for this conversation.

Sponsored Article Wojskowe Zakłady Lotnicze Nr 1 S.A. [Military Aviation Works No. 1] is the Partner of this Content