Jaku

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."

its not about asking Ugra to make "my favourite in real life airfield because i was there/have connections with it", its about increasing realism, making new opportunities for scenarios and more immersion, in Poland through the whole cold war, Soviet 4th Air Army was stationed in many airfields including Bagicz, Chojna, Kluczewo, Krzywa, Brzeg, Szprotawa, Żagań. They used many different aircraft from Mig-17 to Mig-25s, Su-24s and Su-27s, the addition of those airbases would give abillity to create very realistic scenarios, and i hope everyones ideas on how to expand the map will be included, we should not divide ourselves and talk stuff like "mine piece of map is more important than yours" We all try to contribute and help Ugra with ideas and different sources, peace.

Some footage from Mirosławiec airbase

Dear Ugra-Media, would it be possible to expand Poland just a little bit more to the east? would it happen in phase 3 or beyond? there is so much airbases and roadbases that could be added, and the Nadarzyce Aviation training ground too, it would bring a lot of opportunities and scenarios that could have been made, Considering The Wishlist topic of the Poland expansion on the forum, this part of map has a very high interest from a lot of people, it cant be denied that the map already looks beautiful, insanley detailed and is simply revolutionary, Ugra-media already gave us an amazing and popular map which is Syria, so im pretty sure there is still a lot of things you guys can suprise us with!

Dear Ugra-Media, please bless us with bigger part of Poland, the interest in it is very big, we would all enjoy the map so much if you would add more Polish airbases and roadbases, and our massive Aviation shooting range in Nadarzyce!

40PLMB Świdwin airbase- preparations and takeoff to the training ground, 1994

Last flights of the Polish Mig-23's in the air force before getting retired, 1999, almost a 3 hour video 28.PLM Słupsk Airbase

Exercises on the Highway Strip Kliniska, 1993, one hour video few different types of aircraft can be seen

Kluczewo airbase "On June 10, 1945, by decision of the Supreme Command of the Red Army dissolved the command and war council of the Second Byelorussian Front. In place of this front, the Northern Army Group of the Red Army was created. The place of its dislocation became the Polish area. Marshal Konstantin Konstantinovich Rokossovsky residing in Legnica became its first commander. Officially, the Northern Army Group (hereinafter PGW) deployed mainly in northern and western areas of Poland, was to protect the supply lines, connecting the USSR with the Soviet troops occupying eastern Germany. The post-war history of Kluczewo airport is mainly related to the history of the unit that was stationed there from 1952 to 1992 (with a break in 1961 to 1964). It was the 159th Novorossiysk Guards Distinguished Fighter Aviation Regiment, awarded the Order of the Red Banner and the Order of Suvorov. After the end of war, the 159th Gv.IAP, being part of the 4th Aviation army, was transferred to Polish territory. From August 1945 to May 1948, the regiment was stationed at the Malbork airfield, and then was transferred to the Brzeg airfield (now in Opole province). There it was stationed until the beginning of 1952. Based at this airport, the regiment was rearmed with Yak-17 and Yak-17V jet aircraft (the training version of the Yak-17). In the second half of 1950, the 159th Gv.IAP participated in a “super secret” operation to train the first group of pilots from the Polish Air Force for jet aircraft. In 1951, the 159th Gv.IAP was rearmed with MiG-15 and MiG-15UTI (training version of the MiG-15) aircraft. In 1952, the regiment was re-deployed to Kluczewo for the first time. In the 1950s, areas lying southwest of the airport were included in the garrison's boundaries. This area included two villages - Burzykowo (German: Buslar) and Slotnice (German: Schlötenitz). The residents of these villages were resettled in surrounding villages, helped by the Russians themselves. After the occupation of Buslar and Slotnice, the garrison area increased to about 1,200 hectares. The existing buildings there (granaries, stables, barns, churches, residential buildings) were adopted by the Russians to suit their needs. Over time, they began to erect new buildings there for various purposes: garages, shelters, fuel stations (in Burzykowo - 19 thousand cubic meters), residential buildings, barracks. Also during this period, in the area of the garrison in the triangle Kluczewo - Burzykowo - Slotnica, reconstruction of the runway began, which is 2515 m long, 60 m wide. Both its size and design allowed not only fighter aircraft, but also heavy transport aircraft to operate from it. In addition, the Russians had a grass runway at Kluczewo, measuring 2,000 m long and 100 m wide. Stationed in Kluczewo, the regiment rearmed with MiG-17 aircraft, and later received Yak-25M heavy twin-engine interceptor fighters for equipment. In 1961, the 159th Gv.IAP was transferred to an airfield in Bagicz near Kolobrzeg and then to Zagan. Stationed there, the regiment received the first MiG-21 aircraft for equipment, which in time became the basic armament of the unit and in various versions were still in use in the second half of the 1980s. From August 12 to 15, 1964, the regiment was transferred again to Kluczewo and from then on this garrison became the basic base of the unit. After being redeployed to Kluczewo, the regiment was subordinated to the 239th Baranovichi Fighter Aviation Division, whose command was located in Kluczewo. This division consisted of three regiments: 159th IAP; 871st Pomeranian IAP stationed in Bagicz, and 582nd IAP in Chojna (this regiment was transferred to Chojna in April/May 1955 from an airfield located on the Liaotian Peninsula, near the Lushun (Port Arthur) naval base - now in China). The location of the division command in Kluczewo was probably due to the fact that it was the largest Soviet air base in this part of Poland (the area of the garrison in Chojna was about 500 hectares, in Bagicz about 650 hectares), as well as the central location of Kluczewo in relation to Bagicz and Chojna. To meet the needs of the division's command, the Russians built in Kluczewo, among other things, in the central part of the garrison an underground two-story command post with an area of 600 m², hidden under a thick layer of reinforced concrete and soil. Unit in Kluczewo officially maintained close contacts with the Polish. 2 PLM “Krakow”, which was stationed at the Goleniow airport. It should be noted here that for a long period of time both units were equipped with the same type of MiG-21 aircraft, which probably, in addition to “strengthening internationalist attitudes,” may have fostered mutual contacts. Such contacts, by the way, were nothing special, for example, the Polish 28th PLM from Slupsk was “friendly” with the 871st Pomeranian IAP from Bagicz. The commanders of the two units graduated together from an aviation academy in the USSR. Both regiments also used MiG-23 aircraft. In June 1987, the new aircraft of Pavel Sukhoi's aviation design bureau Su-27 began to enter the equipment of the 159th Gv.IAP Then, and still today, the most modern Russian fighter aircraft in mass use in Russian aviation. In the late 1960s and early 1970s, work began on this aircraft. In 1982, serial production began at the Y. Gagarin plant in Komsomolsk-on-Amur. In 1985, they were officially accepted for armament in the USSR Air Defense units. The Kluczewo regiment was the second Frontline Air Defense unit (the first was the 831st PLM in Mirgorod), and the first Soviet unit stationed outside the Soviet Union to be rearmed with Su-27s (As of 1988, Su-27 aircraft began to enter the armament of the 582nd PLM from Chojna). Full combat readiness, after rearmament to the new type of aircraft, the regiment probably achieved around 1990 - 1991, with approx. 37 Su-27 combat aircraft and Su-27UB combat-training aircraft. To meet the needs of the new aircraft, which not only in parameters but also in size exceeded the previously used MiG-21 aircraft, new larger shelter-hangars were built at the airfield, 28 in number. In Poland, the Su-27 was presented to the public for the first time at the international air show in Poznań-Ławica airport in August 1991. It was a Su-27UB aircraft with red side numbers “66” from a unit in Kluczewo. In addition, these were the first international air shows in Poland with the participation of aircraft from NATO, among others, the American F-15 aircraft was presented, whose counterpart in the Warsaw Pact was the Su-27. The Russians scheduled the departure of the Kluczewo airfield by the combat unit for July 10, 1992, after which they intended to use the airfield - along with the Legnica airfield - for the transit of their troops from eastern Germany as late as 1993. However, the Polish side did not agree to this, and following direct talks between Gen. L. Kovalev (NFG commander in 1992-1993) and Gen. Z. Ostrovsky, the Russians finally gave up this idea, which was inconvenient for the Polish side. As scheduled, on the Friday sunny morning of July 10, 1992, the last farewell roll call of Russian pilots took place at the Kluczewo airport, departing for Russia. The farewell ceremony was attended by, among others, the commander of the 4th Aviation Army, Gen. A. Basov (he had held this position since March 5, 1992), Consul General of the Russian Federation O. Brykin. The Polish side was represented, among others, by Deputy Governor W. Soinski, the commander of the Szczecin garrison, Colonel A. Ekiert, and representatives of the Stargard authorities. After short speeches, the playing of the anthems of both countries and the presentation of flowers to the pilots, there was a short takeoff of 37 aircraft, which headed northeast after takeoff. Their final destination was Biesovyets airfield near Petrozavodsk (a city in Russia, located 300 kilometers north of St. Petersburg). The 159th Gv.IAP was the last airborne combat unit of the former Soviet Army to leave Poland."

Chojna Airbase "On 4.02.1945, the Chojna Airport was occupied by Soviet troops and did not leave it until 1992, nearly 50 years. Despite the damage done to the airport by the retreating Germans, the Soviet troops had a number of facilities at their disposal. The barracks of the half-timbered type still stood. Two repair hangars stood. Initially, the airport was home to various aviation units flown from east to west and vice versa. In 1950, the 582nd Fighter Aviation Regiment from the USSR took possession of the airport. In 1951, the Soviets expanded the Chojna airport. This involved the removal of nearby farms, which were not occupied by farmers anyway. A new concrete RWY was built and oriented east-west. It had dimensions of 1,800 m x 40 m. By virtue of the relevant agreements in 1956, i.e. after the establishment of the Warsaw Pact, the Chojna Airport area was excluded from Polish jurisdiction, although this was only a formality. The airport was heavily guarded from the very moment the Soviets took over. The Soviets steadily expanded the base, erecting on it a number of facilities needed for its efficient operation, with the implementation of increasingly modern types of weaponry. The garrison's area grew to 495 hectares. Since the Soviet regiment was one of the first-line (first-order) in the Warsaw Pact structures, it always had the latest fighter aircraft in stock. At first MiG-15, MiG-17, then MiG-21, and ended up with Su-27. Before leaving Poland, the regiment had 30-34 Su-27 type machines in stock. In the early 70s, shelter-hangars were built for MiG-21 aircraft. From the Russian called lupins. On the territory of Poland, the Soviets built shelter-hangars of AU-11 design (Angar Ubnia) for MiG-21 aircraft and AU-16 design for Su-27 aircraft. AU-16 type hangars , have exhaust sluices in the rear wall. Thanks to this, it was possible to start aircraft engines already in the hangar. Garages were erected for the growing fleet of vehicles. Ammunition depots and bombo depots were located on the airfield, covering an area of about 9.4 hectares. In all probability, we can write that they also held nuclear weapons. There were more than 260 different buildings and structures on the site. The fuel depot had a capacity of 21,700 cubic meters. A modern aircraft guidance and direction station, including a long-range navigation system, was also installed at this time. 31.5 hectares were allocated for these facilities. From 1965 to 1970, the airport had the call code ANGARKA, and from 1970 to 1990, ANTRAKT. In the 70-80s, the anti-aircraft defense system was constantly developed. The garrison installed the 89th Anti-Aircraft Missile Regiment, with surface-to-air missiles of the Volkhov type. Also located on the base was a regiment (brigade) of missile troops with ground-to-air missiles. This is a piece of information that is certain, given the structures that were built on the airfield. We are referring to the reinforced concrete hides in the shape of a pipe sprinkled with earth called Granite. This type of concealment can be found in almost all post-Soviet bases (Bagicz airfield) and not only air bases (e.g. Swinoujscie Mulnik) operated in Poland. Here were hidden self-propelled ground-to-ground class ballistic missile launchers of the R-11 type, with a range of 300 km, and then the RSD-10 Pioneer. The 380th Independent Airfield Technical Security Battalion was also stationed at the Chojna garrison. The base also hosted a so-called pilot school, where newly arrived young pilots to the regiment supplemented their piloting knowledge and tactics for operating in a potential conflict zone. On 05/05/1992, the 582nd PLM officially departed for Smolensk, and on 07/07/1992, the Airport was handed over to the authorities of the Republic of Poland, although the last Soviet soldier left Chojna in 1994."

Nadarzyce training ground "Aviation training ground established on March 3, 1953, located 2 km northwest of the village of Nadarzyce, in the northern part of Wielkopolska province, 23 km north of the city of Walcz. The area of the training ground of more than 8 thousand hectares. It is the largest air training ground in Europe, which is used (in addition to the Air Force of the Republic of Poland) by the air forces of other NATO countries, among others: Italy, Great Britain, Belgium, Germany, Canada and the USA. It features a so-called “working field” of about 1,500 hectares, which includes practice targets - decommissioned aircraft, tanks, combat vehicles and guns, as well as leveled mineralized terrain simulating a runway." Sattelite view of the area Some footage from the area:

Drawsko-pomorskie training ground "The unit originated in Jelenino, a village near Szczecinek and was created on 2 February 1946 as the Command of the Artillery Proving Ground (Polish: Komenda Poligonu Artyleryjnego). The unit was moved on 12 January 1949 to Oleszno, where it currently lies. The base was then changed to both a proving and training ground. Eventually, the name of the ground changed to the 2nd District Artillery Training Ground (Polish: II Okręgowy Poligon Artylerii). Many military events happened and happen in the area, most notably "Odra - Nysa 69", "Tarcza 76" and "Tarcza 88". In October 2000, the V Corps of the United States participated in a field exercise codenamed "VICTORY STRIKE". More than 2 thousand soldiers participated in the event." "Tarcza 88" exercises: "Dragon 17" exercises: Sattelite view:

Mig-21's from Zegrze Pomorskie airbase 90's/2000's