Jaku

Nadarzyce massive Aviation training ground in Poland, very good place for exercising and training skills of every pilot and a great landmark

This could be an interesting detail that could appear in GDR, Czechoslovakia and Polish part of the map

Pieniężnica "The Pieniężnica Airfield was established in the mid-1950s as a typical backup airport for combat regiments of the Polish Army. The layout of the airfield was typical for airports of that period. The runway was 1,900 m long and 40 m wide, with a concrete surface. The runway was located in the 084/264 direction, i.e. almost east-west. On the south side of the runway, an emergency runway with a dirt surface (grass) was marked out. On the north side of the runway, the main taxiway, approximately 2,000 m long, was located. The main taxiway was connected to the runway by four connectors. The width of the taxiways was 10-15 m. All taxiways had a concrete surface. At the eastern and western connectors, there were aircraft parking areas, also with a concrete surface. The airport had two combat aircraft dispersal areas. One was in the eastern part of the airport (among trees) and the other in the western part. At the beginning of the 1970s, 10 AU-11 class shelters/hangars were built in the western dispersal area for Mikoyan and Gurievich MiG-21 aircraft. The Pieniężnica airport was surrounded by forests on all sides. In the north-eastern part, an MPS (fuel and lubricant storage facility, fully equipped) and airport administration and barracks buildings were located in the forest. In the north-western part, a bomb storage facility (weapons warehouse for aircraft) was located in the forest. The Pieniężnica airport did not have a permanent host. Regiments such as the 6th PLM from Piła, the 26th PLM from Zegrze Pomorskie, the 28th PLM from Słupsk, the 41st PLM from Malbork, and others were temporarily based here. The following aircraft landed at the airport: MiG-21, MiG-23, TS-8 Bies, TS-11 Iskra. By the end of the 1980s, the airport was underfunded and fell into disrepair. At that time, there was already a surplus of military airports in relation to the needs. Since the 1990s, planes have landed here sporadically. Probably the last landing of a civilian aircraft took place in 2004. At that time, a Cessna 172 aircraft made an emergency landing. At that time, only the eastern part of the RWY, 1,000 m long, was suitable for landing." Some informations (from mil-airfields.de) Coordinates N535216 E0165954 (WGS84) Google Maps Elevation 530' Location Pieniężnica is located 60 km southeast of Koszalin. Location of airfield The airfield is located 2 km northeast of Pieniężnica. Runways 08/26: ca. 2000 m Radio beacons Data for the year 1970: LOM: 625 "BM" LMM: 302 "B" Data for the year 1980: LOM 26: 370 "DA" LMM 26: 760 "D" Radio communication Call sign: "BALSAM" (1970), "DEKADA" (1980) Installations Railway to the track 4 km north.

we did what we could here to help, we will see what Ugra-media will do, i have a big hope

An interesting detail that could have been on the map. The BARS system (from the Russian word “Leopard”) was a military tropospheric communication system of the Warsaw Pact countries, it was put into service in December 1987, It included 26 hubs (in 29 directions) in the USSR, Poland, East Germany, Czechoslovakia, Hungary, Bulgaria. Most of the BARS system links used R-417 Baget-S equipment, which operated at 4.435-4.555 GHz and 4.630-4.750 GHz (S-band), transmitting power could reach 1.5 kW - 2.5 kW. The system provided 60 digital voice channels or a data throughput of 480 kbit/s. The maximum length of a single R-417 link was 200 km. Two BARS system links whose distance exceeded 200 km used R-420S equipment, which had parabolic antennas with a diameter of 16 meters. BARS communications support systems were autonomous: they had food and water supplies, generators, air filters and oxygen supplies. Object 207, Suchowo village 53°19′56,51″N 15°49′39,12″E Object 202 Chocianów, patera 51°25′16,13″N 15°50′52,33″E

Polish roadbase exercises Kliniska 2003

Polish pilots from the 28. PLM stationed on the Słupsk airbase taking a look at Su-27's from 159. Gv.IAP stationed on the Kluczewo airbase, 1987-1990.

Mig-29 from Polish 1. WPLM stationed in Mińsk Mazowiecki and Russian Su-27 from 159.Gv.IAP stationed in Kluczewo airbase. flying together on the border of GDR and Poland, 1991.

Brzeg airfield "In 1934-1935, the Luftwaffe airfield near Zielęcice was reactivated and enlarged, and barracks were built near Skarbimierz, occupied on October 1, 1937 by the 13th reconnaissance aviation group, whose first commander was Major General Müller. The airfield's 165-hectare site included an east-west oriented 1.5-kilometer-long runway, extended by the end of the war to 2 kilometers, and in addition to barracks and technical buildings and flight control facilities, there were also playing fields and a swimming pool. Among others, Prince Ludwig Ferdinand (II) Hohenzollern, son of the last heir to the throne (grandson of Kaiser Wilhelm II), served at the Brest airfield. The commander of the square was Major Baumann during the war. In 1945 captured by Soviet troops along with a large amount of equipment and ammunition. After that year the facility passed into the hands of the Soviet army. The Russians expanded and enlarged it. It constituted one of the largest Soviet air bases of the Russian Northern Force Group in Poland. The airbase's area of about 680 hectares included the airfield proper with a runway and taxiways, almost 40 aircraft shelters, two flight control towers (one under construction) and facilities: barracks, several repair hangars, a housing estate and two fuel depots, plus a bomb depot. The airport had a concrete runway 2,500 meters long and 60 meters wide. Stationed units 151st Independent Regiment of Radio-electronic Warfare equipped with Yak-28PP aircraft, (withdrawn from Polish territory in the late 1980s). 164th Kerch Independent Reconnaissance Aviation Regiment - equipped with MiG-25RB, MiG-25BM, Su-24MR. (It was stationed at the airfield from December 31, 1958 to August 1, 1990). 55th Sevastopol Independent Helicopter Regiment (stationed from April 1981 to June 1989, when the unit was transferred to Legnica and then to the Kolobrzeg-Bagiцз airfield). 871st Pomeranian Fighter Aviation Regiment (transferred in 1989 from Kolobrzeg-Bagicz airfield - stationed until 1990)" Airport accident in 1983 "On September 27, 1983, Polish pilot Lt. Bokwa of 11 plm OPK from Wroclaw was performing a MiG-21MF No. 7915 night flight on acceleration to the maximum number of Mah towards Kraków. After making a turn toward his airfield, the emergency remaining fuel light came on. He asked his flight director for permission to descend from the perimeter. He received permission, and also asked to turn on the searchlights. The flight manager did all this, however, the pilot, under severe stress performed a visual incident to the KNS (code beacon) but on Soviet airfield Brzeg, where flights were also underway and the runway lights were on. When Lt. Bokwa was already on approach, there was a Yak-28U crew waiting for takeoff on the runway of Brzeg airport. The Soviet flight controller spotted the aircraft on the approach path and on all communication channels tried to explain what was happening. To no avail. He also gave no command to the Yak crew to taxi off the runway. The commander of the Yak's crew, having heard the shouts of the flight controller on the runway channel, started to taxi to the ground himself without a command after the flight controller ordered the searchlights to be turned on (in the hope that the landing pilot would see the aircraft standing on the runway), but the Polish pilot caught the wheel of his MiG on the nose of the Yak, resulting in the death of the pilot Igor Sysojev on the spot, while the crew commander Captain Vladimir Fedorovich Kolobov survived. The Polish pilot was also uninjured. The five planes still in the air from the 151st Independent Airborne Regiment of radio-electronic warfare were diverted to the Szprotawa-wiechlice alternate airfield. Captain Kolobov died of a heart attack on the train, on his way home for forced leave, the day after the incident. No joint Polish-Soviet commission investigated the accident." some informations (from mil-airfields.de) Coordinates N505013 E0172450 (WGS84) Google Maps Elevation 502 ft Usage until 1945 Luftwaffe air base Brieg. Use today Closed. Transfered to Polish authorities on 17MAR1993. Runways Data for the year 1990: 09/27: 2500 m x 60 m Radio beacons Data for the year 1990: LOM: 297 "ZR / LW" LMM: 615 "Z / L" RSBN: Channel 27 PRGM: Channel 25 Radio communication Call sign: "BULAWKA" (1965), "RUSLAN" (РУСЛАН) (1979) Units 871 IAP: MiG-23M (1990) In August 1989, the 55 OBVP moved from Brzeg to Kołobrzeg airbase, the 871 IAP came from Kołobrzeg airbase to Brzeg In 1989, the 151 OREBAP moved away; the 871 IAP moved to the area of Smolensk at the 10jun1991. Installations "Airfield of total surface amounting to 600 hectares. 45 habitation buildings, several dozens of of stores and workshops." Mig-23UB from 871 IAP Mig-25BM Electronic recon/SEAD aircraft Yak-28PP Electronic warfare aircraft

159 гиап.mp4 Kluczewo airbase, 1992, 159th guards fighter regiment, day of leaving to russia

Krzywa airfield "It is very difficult to determine in what year Krzywa Airport was built. Presumably, its construction began when the highway from Dresden to Wrocław was already practically completed. The location of the airport was determined precisely by the course of the highway. A railroad siding was brought to the airport already during World War II. In September 1939, German bombers took off from Krzywa Airport to attack Polish cities. On February 15, 1945, Krzywa Airport was occupied by Soviet troops. Krzywa Airport had an excellent location for Soviet combat aviation. It was close to large training ground complexes and close to the national borders and a short distance is the City of Legnica, with Soviet Northern group of forces command. Beginning in 1953, the Russians proceeded to expand Krzywa Airfield. This was necessary because the aircraft being developed at the time required longer and longer runways. The airport's facilities were greatly expanded. More hangars were built. Krzywa Airport became a strong Soviet base on Polish territory. The area of the Airport is shaped like a rectangle. About 3,400 meters long and 1,400 meters wide. The total area, including the residential area is 476 hectares. The infrastructure was very rich. Until 1992, the 3rd Bomber Aviation Regiment was stationed here. It was subordinate to the Command Key of the 149th Bomber Aviation Squadron, from the Szprotawa Airfield. The 3rd Fighter Aviation Regiment, along with the entire Division, was transferred to Poland on 1.05.1955, from China. Interestingly, the aircraft remained in China. Only the personnel were transported by rail. All of the Division's personnel went to Szprotawa Airfield. To begin with, the 3rd IAP was equipped with MiG-17 fighter aircraft and UTMiG-15 training aircraft (MiG-15 UTI). On 1.09.1960, the regiment became a fighter-bomber unit, and began rearming with Su-7 B fighter-bomber aircraft. These were aircraft capable of carrying nuclear bombs. Certainly, in 1960, at Krzywa Airfield, they began to build a bomb depot for nuclear bombs. In 1961, the regiment was re-deployed to Krzywa Airfield. At that time, the regiment had Su-7 B, Su-7 BM, and Su-7 U aircraft at its disposal. These aircraft were operated until 1976, when the regiment began rearming with MiG-27 aircraft. MiG-23 UBs were used as training and combat aircraft. MiG-27 aircraft were operated only until 1982. As of 1.12.1988, it became the 3rd Bomber Aviation Regiment. The regiment had three squadrons in service. All of them armed with Su-24 bombing and bomb-reconnaissance aircraft. At the turn of 1990/1991, No. 3 squadron was withdrawn to Russia. The rest of the regiment was withdrawn to Russia in March 1992. At that time, the regiment had 10 Su-24 aircraft each in two squadrons. The 164th Kerch Independent Guards Reconnaissance Aviation Regiment was also stationed at Krzywa Airport. This was in the period from 30.11.1952 to 31.12.1958. The same regiment returned to Krzywa Airfield on 1.11.1990, and was stationed until combat aircraft left Krzywa Airfield, that is, until 14.05.1992. At that time, the regiment had MiG-25 type aircraft on its equipment. Krzywa Airport had one RWY runway, measuring 2,450 m x 60 m, on the 10/28 direction. The area is 147,000 m2. Concrete surface. During the 1960s overhaul, the RWY was given its final dimensions, and most importantly, its strength (load capacity) was increased to accommodate the heaviest transport aircraft. Including An-22 transport aircraft. Let's remember that nearby is Legnica with the entire command and staff of the Russian Northern Forces Group, but the Legnica RWY runway has dimensions of 1,600 m x 40 m and did not accept the largest transport aircraft. Taxiways. Krzywa Airport had a large network of taxiways. The main taxiway was located parallel to the RWY, on its south side. Interestingly, no Aircraft Staging Flats were located along the main taxiway. The total length of the taxiway was about 5,000 m. The average width was 20 m. The total area is more than 100,000 square meters. Two huge aircraft staging areas were located at Krzywa Airport. The western one with dimensions of 550 m x 70 m and an area of 38,500 square meters. The eastern one with dimensions of 600 m x 70 m and an area of 42,000 square meters. According to available knowledge, these two staging areas must have been the second RWY runway in the plans. This is as likely as possible. Then Krzywa Airport would have had a layout similar to that of the existing Powidz Airport (with two runways). Whether this was really the case, we probably won't find out. Two more small aircraft parking areas with dimensions of 50 m x 30 m and an area of 1,500 square meters each were located next to taxiways exiting the runway. To this we must add the planes located in front of the hangars. Shelter-hangars. The shelter-hangars intended for fighter aircraft were located in three centering zones; western, central and eastern. In the western one, 12 sheltero-hangars were located. In the central one, 10. In the eastern one, 18. This gives a total of 40 shelter-hangars for aircraft. The shelter-hangars at Krzywa Airport have the designation AU-14 (Angar Ubnia). They easily accommodate Su-24 type aircraft, behind folded wings. This type of shelter-hangar also accommodates MiG-25 and related aircraft. In contrast, Su-27-type and related aircraft required larger shelter-hangars, designated AU-16 (Angar Ubnia), which were not available in Krzywa. The flight control tower, was located almost in the middle of the base. At some point, it ceased to meet the needs. Therefore, just as at Brzeg Airport, construction of a second flight control tower was started. Numerous bunkers, radar station points and air defense were placed on the outskirts of the airfield. One of the bunkers served as a Command Post. A Fuel Depot was located on the airfield. It had a total tank capacity of 14,100 cubic meters. The main headquarters and barracks building was located 400 meters from the main entrance gate to the base. It consists of two separate buildings connected by a connector. The buildings are three stories (one underground). The connector connects the buildings on the third floor and is supported by pillars. The facility included a gymnasium, bathhouse and auditorium. The building covers an area of about 2,000 square meters." some informations (from mil-airfields.de) Coordinates N511838 E0154341 (WGS84) Google Maps Elevation 663' Usage until 1945 Aslau airfield (Luftwaffe). Usage during the Cold War Soviet air base. Use today Closed. The airfield has been transfered to Polish authorities on August 21st, 1992. Runways Data for the year 1970: 10/28: 2000 m x 60 m Data for the year 1990: 10/28: 2500 m x 60 m Radio beacons Data for the year 1970: LOM: 435 "IO" LMM: 288 "I" Data for the year 1990: LOM: 435 "ZW" LMM: 888 Radio communication Call sign: "PIRIT" (1970), "KIEMA" / "КЕМА" (1980). Units 164 GwORAP: 1 squadron with 12 Su-24M/MR (until 1985 with Yak-28), 1 squadron with 14 MiG-25RB/RBF/RBK/RU (until 1973 with Yak-27R), 1 squadron with MiG-25BM (previously with Yak-28PP) (departed 1990). The 164 GwORAP left for Shatelewo on the May 14th, 1992. 3 BAP: 20 Su-24M (until 1983 with MiG-27), departed to Kaniyshin on the June 2nd, 1992. Installations "Airport of the surface of 1880 hectares, 9 barraks, 13 bomb stores, 12 warehouses of general designation, 54 shelters for the airplanes and 23 garages. Fuel station of total capacity of 14,1 thousand meters3." "18.02.1992, day-night flights at Krzywa airfield. On that day, the flights were carried out by the crews of the 164th “Kerch” Independent Guards Reconnaissance Aviation Regiment. The regiment was equipped with reconnaissance versions of the MiG-25 aircraft and reconnaissance Su-24MR aircraft. After Polish customs blocked the Legnica airport for passenger-transport flights, the Russians moved most flights of this type to Krzywa, which, thanks to its location by the A-4 highway, was well connected with the 4th Air Army headquarters in Legnica. Hence the presence at the airport of Tu-154 passenger planes and An-12, An-22 and Il-76 transport planes. Although the planes bore the colors of Aeroflot and civilian registrations, they were in fact military machines from transport aviation regiments stationed in the Moscow area."

Żagań airfield "Built by the Germans as a glider airfield. In 1936 it was converted to a military airfield. During World War II, it was first used as a site for arming combat aircraft. Jet-powered aircraft were also tested there. In 1945, it was occupied by Soviet troops and henceforth served as a first-strike unit. The unit stationed there at the time was the 42nd Tannenberg Bomber Aviation Regiment, part of the 149th Bomber Aviation Division. There was an expansion and enlargement of the facility. The airport complex, which resembled a self-sufficient town, included: -two runways paved with concrete, along with air traffic control towers, air raid shelters; -auxiliary buildings related to the operation of the airport, e.g. for aircraft guidance, radar; -aircraft repair hangars, of which there are 6; -housing compound consisting of Leningrad-type blocks of flats, residential barracks, post-German residential buildings along with stores, kindergarten, school; -staff and training buildings; -vehicle garages and other storage facilities; -fuel station connected by a railroad siding to Żagań. In the eastern part of the site in the forest there were probably radars and aircraft guidance facilities. Area 935 hectares. The military unit that was stationed at the airfield was the 42nd Tannenberg Bomber Aviation Regiment. It was used by Soviet troops until July 30, 1992." some information (from mil-airfields.de) Location of airfield The airfield is located 7 km east-northeast of Żagań. Usage until 1945 Sagan Kupper airfield. Usage during the Cold War Soviet air base. Use today Transfered to Polish authorities on July 30th, 1992. Closed. Runways Data for the year 1970: 11/29: 2000 m x 60 m Radio beacons Data for the year 1970: LOM: 760 "SJ" LMM: 370 "S" Data for the year 1990: RSBN: 02 "NA", N513749 E0152427 LOM: 760 "NA / MD" LMM: 370 "N / M" Radio communication Call sign: "SPOSOBNI" (ca. 1965), "NEWA" (НЕВА) (1990) Units 42 BAP: MiG-21SMT (until 1981), then 25 Su-24M. In 1990 one squadron did not return from maintenance in Russia. The regiment departed for Russia on May 5th, 1992. Installations "Garrison and airfield of total surface amounting to 935 hectares, 197 buildings of different types."

Rome wasnt built in one day, also i dont think anyone is giving even a small ammount of criticism? i dont understand why youre complaining about something that is not even happening, of course, some people are sad because their "favourite area" is out of bounds, but you have to know that giving ideas or talking about something that could be added doesnt equals to "asking for a favourite airfield" i dont understand why some people give it such reason, Im pretty sure a lot of people will show their excitement, happiness and support by buying the map day one, without caring if their "favourite part" will be modelled or no, its up to Ugra where they will "draw their lines" on the map, our limit will be the creativity of the stuff we will do on it.

Kołobrzeg-Bagicz Airfield "The airport was built between 1935 and 1939, and originally served as a base for bomber aviation, first for Junkers Ju 87 Stuka aircraft, and later for Junkers Ju 86 bombers. In September 1939, planes operated from Bagicz carrying out air raids on Poland. During World War II, various Luftwaffe units were stationed at the airport. It was also the location for the outdoor shooting of the feature propaganda film Kampfgeschwader Lützow (1941). The Germans evacuated the airport in March 1945 with the arrival of the front and the siege of Kolobrzeg. Since March 1945, the airport and the adjacent Podczele garrison settlement were in the possession of the Red Army. A self-sufficient, exterritorial zone was created here, with its own hospital, school, stores, housing estate, where about 2,000 soldiers were stationed. The area of the Soviet military base was 162.48 hectares. After the legal sanctioning of the Soviet troops' stay in Poland in 1956, the pre-war airport in Bagicz was expanded with a new runway, much longer than the existing one, located parallel to the seashore. New airport infrastructure was also built, adapting it to handle jet aircraft. After 1966, the airport began construction of modern shelter-hangars and facilities for weapons of mass destruction, where SS-1 Scud or SS-20 Saber missile launchers could be stored. After reconstruction, the airport was large enough to handle Antonov and Ilyushin transport aircraft and strategic bombers. On the outskirts of the airport on the side of the DK11 national road, a large fuel depot with its own railroad siding, extensive radar and communications systems were also erected. Anti-aircraft defense batteries were also stationed around Bagicz until the early 1990s. One of them, with a Neva missile system was located in the village of Łasin Koszaliński. Since 1965, jet aircraft were stationed in Bagicz. Originally, they were MiG-21 fighters, and since 1973 also MiG-23 fighters. After the famous MiG-23 aircraft accident on July 4, 1989, the 871 Sevastopol Fighter-Surface Regiment was punitively transferred to the airport in Brzeg. In place of the jets, the 55th Independent Helicopter Regiment from Brzeg, armed with Mi-24 and Mi-8 helicopters, was re-deployed to Bagicz. The last military helicopters left Bagicz with the general withdrawal of Soviet troops from Poland in 1991. The last Russian soldiers left Bagicz in the spring of 1992. After the liquidation of the military unit, the areas of the base were divided between the city of Kolobrzeg and the municipality of Ustronie Morskie. The Podczele military estate was turned into a residential district of Kolobrzeg." some informations (from mil-airfields.de) Runways 075/255: 2500 m x 40 m Radio beacons FFF: 372 "SJ" NFF: 751 "S / K" Radio communication Radio call sign: SWJASNOY (СВЯЗНОЙ). Units In August 1989, the 781 IAP relocated from Kołobrzeg to Brzeg and 55 OBVP moved from Brzeg to Kołobrzeg with approx. 42 Mi-24 and 22 Mi-8. On 05 May 1992, the 55 OBVP finally left the air base. Installations "Garrison and airfield of total area of 537,6 hectares. 41 air-sheds, 200 buildings of different appriopriation. Fuel station of 13 thousand meters3 capacity. Complex of inhabitation buildings (18) and barracks (16)." Additional information On the July 4th, 1989, a pilot ejected from a MiG-23 shortly after take-off. The plane continued to Belgium, where it crashed into a house, killing one people on the ground. On its way, the MiG was intercepted by F-15s from the 32nd TFS from Soesterberg. null

Szprotawa Airfield "Airport in the hands of the Soviet Army The Soviet Army after 1945 manned the airport in Szprotawa with its flying units. Stationed there were: 149th Bomb Aviation Division: It was originally named the 149th Fighter Aviation Division and was formed in Khabarovsk in the Far East. This happened before 1942. It included 3 regiments, which were later stationed in Poland. These were the 89th Bomb Aviation Regiment (formerly the 18th Fighter Aviation Regiment), from 1945 the 3rd Bomb Aviation Regiment (formerly the 534th Fighter Aviation Regiment), and in 1948 the 582nd Fighter Aviation Regiment joined the division. In August-September 1945, the division's aircraft participated in the war against Japan. In October 1952, the division was transferred to China. In May 1955, the units and the division were re-deployed to Poland, and since then it was part of the 4th Airborne Army. The division's command was located at the airport in Szprotawa. The 582nd Fighter Aviation Regiment became part of the 239th Baranovichi Fighter Aviation Division from Stargard Szczeciński Kluczewo in 1960. However, it was enriched by the 42nd Tannenberg Bomber Aviation Regiment stationed at the airport in Stara Kopernia Tomaszów. From 1988 the name was changed to the 149th Bomb Aviation Division. It was equipped with one Mi 9 helicopter, which was a flying command post, and a Polish-made aircraft (licensed from Ukraine), the An 2. The Division was reformed in July 1992 after all the regiments comprising it had been re-deployed. 89th Bomb Aviation Regiment: The regiment was formed in Baku 1938 at Khabarovsk airfield. first commander Major Pilot Leonid Garbachevich. Initially, the regiment was named as follows; 18th Fighter Aviation Regiment. It was part of the 20th Brigade of the Far Eastern Army Air Corps. At that time, the regiment had the following aircraft: I-16, I-153 Chayka. August-October 1939 one squadron of the regiment fought against the Japanese over the Khalchin-Gol delta in Mongolia (commanded by Capt. Pilot Nikita Gorlov) On July 15, 1942, the squadron began training on LaGG 3 aircraft, which were to replace I-16. Soon after, in 1943, these aircraft became part of all squadrons of the regiment. Starting in August 1942, the regiment became part of the 149th Air Defense Fighter Squadron. From August 9, 1942 to September 3, 1942, the unit participated in the war against Japan. However, the participation was symbolic as the regiment was still stationed in Khabarovsk. In August 1949 the regiment was equipped with Yak 9P aircraft, in September 1950 they were replaced by Bell P 63 aircraft. On January 8, 1952 the unit was equipped with Mig 15. Since October of the same year the regiment was transferred to China. In 1955, the pilots along with the regiment were re-deployed to Poland, but the machines remained in China. They ended up at the airfield in Szprotawa. Here they were equipped with Mig 17. Since September 1, 1960, the regiment became a fighter-bomber aviation regiment. In 1974, the Mig 17 was replaced by the Su 7U (training version), which prepared the pilots for the introduction of the Su 17 (this was done in 1975). In 1982 the regiment was equipped with Su 24 replacing the previous aircraft, then in 1989 with Su 24M. The regiment was renamed the 89th Bomber Aviation Regiment in 1982. Before the evacuation, the regiment consisted of 2 squadrons of 12 aircraft each. It was stationed at the airfield until July 7, 1992. It was moved to the town of Severskoye near St. Petersburg. There it was reformed, and the machines became part of the local regiments. In the year of the evacuation, the re-deployment of all aircraft of the three regiments comprising the 149th Division was carried out by pilots from the 89th Regiment from Szprotawa; they were served by Il-76 and An-12 transport aircraft. 314 Independent Helicopter Squadron Self-contained aviation unit directly subordinated to the headquarters in Legnica. It consisted of the following helicopters: Mi 8, Mi 9, Mi 24W, Mi 24K,Mi 24RCh. It was stationed at the Szprotawa airfield until 1990, then it was transferred to Kołobrzeg Bagicz and de-formed there. The airport underwent expansion and enlargement during the Soviet era. The Soviet Army occupied it in February 1945. Facilities built by the Russians included two runways. A radar station was built behind the runways, hidden in the woods. Hangars were enlarged and covered with earth, on which trees were planted. A side runway for warming up aircraft with a concrete embankment on the forest side appeared. A bunker shelter for the command in case of attack was built in the forest near the runways. It consisted of five entrances and two single-story sections connected by a corridor. The whole thing, masked by earth and trees, was not visible from the air. Right next to the bunker was an aircraft hangar prepared for evacuation. Inside the bunker, in addition to living and technical rooms, there were two training halls with projectors. The whole area was surrounded by ponds after soil and sand were excavated from here to cover bunkers and hangars. Further in the forest behind separate barbed fences, an airborne ammunition depot was built. There were 6 earth-camouflaged warehouses of various sizes, where weapons were stored. In addition, a number of housing and guard buildings (the facility was fenced off from the rest with additional barbed fences and had its own guards). The Russians also built fuel tanks, to which oil was transported by pipeline from Szprotawa. From the period of their stay come garages and repair shops for cars, a housing estate right next to the soldiers' housing barracks, a cinema, a school, a pilot school building and a boiler house. It was because of the construction of the housing estate that the road to Głogów was rebuilt. The airfield site moved to the southwest. The street where the road formerly ran and its side branch to the village of Dziećmiarowice were used as estate roads. History of the airfield after 1992 On September 11, 1992, the last 3 Northern forces group soldiers left Szprotawa. The official farewell ceremony took place on September 9 at the Szprotawa House of Culture. The Soviet side was represented by the last commanders of the 149th Division, Gen. Anatoly Basov, Vladimir Yekanencev, Col. Viktor Tsarnaev. The Polish side was represented by Mayor Tomasz Mirakowski, Deputy Tomasz Zubko, Deputy Governor of Zielona Gora W. Drozd" Informations (from mil-airfields.de) (Wiechlice, Шпротава) N5134 E01535, 443', Soviet AF Location of airfield: 3 km east of Szprotawa. Usage until 1945: Luftwaffe air base Sprottau/Schlesien. Usage during the Cold War: Soviet air base. Current usage: Transfered to Polish authorities on 16SEP1992. Closed Runways: Data for the year 1970: 08/26: 2000 m x 60 m; Data for the year 1990: 08/26: 2500 m x 60 m Radio navigation: Data for the year 1970: LOM 532 NM , LMM 257 N ; Data for the year 1990: RSBN CH14 , LOM26 495 NM , LMM26 1001 N , PRMG CH16 Radio: Call sign: "RASDOLNYI" (РАЗДОЛЬНИЙ) (1990) Units: 89 BAP: Su-17M (until 1989), 24 Su-24M/MR (1990), left 07JUL1992 to Siverskoye. 149 BAD: 1 An-2TD, 1 Mi-9 (1990) Installations: "Airfield of surface amounting to 870 hectares, 29 habitation buildings and 261 stores and workshops. Fuel station of 16,0 thousand of meters3 capacity."