Jaku

Polish documentary from 1994 showing Borne Sulinowo and interviewing some of its soldiers, also Kluczewo airfield is shown aswell

Legnica HQ and airfield of the soviet northern group of forces "When the Red Army front commands were dissolved in early June 1945, the military command posts were subordinated to the Northern Group of Forces command in Legnica (abbreviations used: PGW, PGWAR, PG W FR), commanded by Marshal Rokossowski. At that time, they lost their “war” character. In the following months, a significant part of the command posts (249 units) were liquidated, mainly those located in provincial and county towns. Another 244 units were liquidated between August and November 1945. Only 43 commandant's offices remained, which were liquidated in mid-1946. After surviving the most difficult months of 1945, when Poles did not have access to the city center, political parties and associations began their activities, the first Polish school year began, and health care and service points were organized. The difficulties faced by the Polish authorities affected almost all spheres of life. These included poor security, staff shortages, and most annoyingly, financial shortages. Regular salaries began to be paid to employees only in September. Until then, the most common means of payment was vodka, which is why distilleries were among the first enterprises to be launched. One of the greatest difficulties faced by the first Polish authorities in Legnica was the inability to fully launch the city's infrastructure due to the division of Legnica into Polish and Soviet parts. The city was divided in July 1947. As a result of a series of conferences between representatives of the City Council and the Group's command, a demarcation line was established between the districts inhabited by Polish citizens and the quarters under Soviet administration. The Russians reserved the newest, southern part of the city, known as the Square, for their exclusive use and created Soviet enclaves around many public buildings in the center (e.g., they occupied the Drama Theater, the Knights' Academy, the city park, and many others). After this division of Legnica, into the part of the city under Polish administration and closed military sectors, one of the most important and at the same time most feared complexes in the city became the buildings within Gwarna, Muzealna and Złotoryjska Streets. The Soviet Garrison Command, Military Prison, Military Court with jurisdiction over the entire PGWAR and the Garrison Hotel were located there. These buildings have not changed their function, for which they were built in the 1870s, with the difference that until 1945 they were an important element in the social and political structure of the city and served the local community, and after 1945 they became a completely separate part of the city. The decision on the location of the Group's headquarters was made relatively late, probably not until early July. On July 11, 1945, Rokossowski's deputy for political affairs informed Governor Piaskowski of this, as well as of the need for Polish institutions and Polish residents to leave the left bank of Legnica. Everything was supposed to have been agreed with Bolesław Bierut by that time. The choice of Legnica was not, as mentioned, a coincidence: a large modern barracks base, hospital and warehouse facilities, the city's convenient location on transport routes, a military airport, large districts, and well-equipped residential houses that could accommodate a large number of staff with their families — were excellent and probably sufficient justification. The composition of the Northern Group of Forces of the Soviet Army at the time of its creation was as follows: 65th Army, 43rd Army, 52nd Army, 3rd Guards Cavalry Corps, 3rd Guards Armored Corps, 5th Armored Corps, 10th Armored Corps Army, 20th Tank Corps, 4th Air Army consisting of 3 air corps. Bolesław Potyrała gives a slightly different composition of the Northern Group of Forces: 65th Army of General Paweł I. Batow, 49th Army of General Iwan T. Griszin, 70th Army of General Wasilij S. Popow and 4th Air Army of General Konstantin A. Wierszynina. Of the generals mentioned, P. Batow served the longest in Legnica (until 1948). While in the period 1945-1953, the military groups were headed by 14 marshals and generals with significant achievements during the war, in the following years, the positions of commanders-in-chief and commanders were held by lesser-known generals. There was significant rotation in the highest positions, and among the lesser-known figures who were sent to Legnica were Gen. K. Konstantinov, Gen. A.I. Radziewski, and Gen. K.P. Trubnikov. in 1945, the PG W consisted of a total of 4 armored corps, 30 rifle divisions, 12 air divisions, 10 artillery divisions, and 1 cavalry corps, and numbered at least 300,000 soldiers deployed in fifteen provinces (according to the administrative division prior to 1998) in 59 locations belonging to 35 garrisons." null View from the roof of the Soviet school number 30 "It is impossible to determine the exact number of PGW soldiers stationed in Poland until 1956. Representatives of the Polish administration were not allowed to enter the barracks, and the Polish authorities did not have any list or register of them. The best known are the locations of the PGW from the period after 1956, because most of the Soviet bases existing at that time functioned until the withdrawal of the Group's troops from Poland in 1993. It is also impossible to determine the exact number and location of garrisons, except for those that can be located on the basis of reports from administrative bodies and reports from the Delegation of the Government of the Republic of Poland/Polish People's Republic at the PGWAR, which operated from 1946. According to estimates, at the time of its creation (June 1945), the PGW had over half a million people. In addition to military facilities, the Group occupied thousands of hectares of agricultural estates and industrial facilities. In total, the PGW forces used 15 airports (nine for their own needs — eight where military units were stationed and one spare; six as spare airports, which the Russians used jointly with the Polish army), 11 port basins, 4,340 m of sea coast; 12 large fuel depots, three of which functioned as independent facilities; 6,517 buildings, of which 3,800 were owned by the State Treasury and 2,717 were built by the Russians for their own needs. Eighteen facilities were located outside the area of greatest concentration of PGW units: four airports, four communication stations, three tropospheric communication stations, and military postal units. For the period before 1956, three stages of PGW transformation can be distinguished: • The period of demobilization after the end of the war, which began on June 23, 1945, and lasted until 1948. The return of Red Army soldiers to the USSR was particularly intense from mid-1945 to mid-1946. • 1947, when General P. Batov's 65th Army was withdrawn from Poland. The withdrawal of the 65th Army was connected with the transfer of the facilities it had occupied to the Polish side. In total, in 1947, Soviet troops handed over 2,440 buildings to the Polish authorities, including three gymnasiums, a number of houses and shops in Legnica. • The years 1948-1956, when the structure of the Group became more stable and there were fewer changes, both in terms of numbers and deployment. During this time, the structure of Soviet bases in Poland also took shape." "The locations of PGW units are therefore only known from the period after 1956, when, under the signed agreements, the Polish authorities carried out inventory checks. The checks did not cover all of the facilities owned by PGWAR (it is estimated that approximately 85% of the facilities were inventoried; the Polish commission was not allowed access to the remaining 15%, the so-called special facilities, and the inventory was carried out unilaterally by a Soviet delegation). The list of PGW bases did not include all the locations where Soviet troops were stationed. Among the places not covered by the inventory, it is worth mentioning Malbork, Elbląg, Olsztyn, Gorzów, Bydgoszcz, Siedlce, and Poznań, where Soviet troops were stationed until the mid-1950s. In addition, in many cities, the Group had so-called seconded soldiers, e.g., for the purpose of supervising communications, cooperating with Polish military units, subunits for special tasks, etc. According to estimates, between 1946 and 1949, there were approximately 300,000 Soviet soldiers in Poland (in Legnica alone, there were approximately 50,000 in 1949). This number gradually decreased, but even after the signing of the agreements in 1956, it did not reach the agreed ceiling of 62,000-66,000. Probably the Group did not reach this number until the 1980s. Interestingly, the Russians achieved the highest rate of evacuation was achieved by the Russians in 1956-1958. During these two years, they left almost a hundred localities." officer's quarters "Soviet troops were often stationed at various locations within the same town or used facilities that were far apart from each other. For example, in Legnica, barracks complexes were scattered throughout the city. This forced the Russians to use the entire urban infrastructure, not just a designated area, and it was necessary to use public roads, which consequently contributed to both traffic accidents and damage to the road surface by heavy military vehicles. Soviet units stationed in Poland were under the command of the Group, while the commander-in-chief (later commanders) of the PGW reported directly to the Minister of Defense of the USSR. After the creation of the United Command of the Warsaw Pact in 1955 here were numerous disputes over jurisdiction between the heads of these forces. The disputes between the commander-in-chief of the United Armed Forces of the Warsaw Pact, Marshal Ivan Konev, and the then commander of the PGW, General Kuzma Galicki, were particularly fierce. Ultimately, this conflict led to Galicki's dismissal from his command position in February 1958and his transfer to the post of commander of the Transcaucasian Military District 10. The troops comprising the Group initially had an army structure, then a divisional structure. In addition to its role as guardian of Soviet interests in Poland, the Group also performed tasks resulting from the prevailing military doctrine. It was to develop an offensive after the enemy front on the Elbe was broken by the East German Army Group in the event of a war of aggression or, in the event of a breakthrough of the Soviet defenses, to launch a counterattack. It was also to create conditions for further operations by operational units that would arrive in such a case from border military districts. The operational tasks of the PGWAR were thus closely linked to the role that the Soviet high command assigned, in the event of an armed conflict, to the much larger, first-line Western Group of Forces, stationed in the GDR , and to the activities of border military districts, including the Belarusian Military District. The PGWAR was to serve as a base and secure the conditions for the formation of a second front, which was to be created only by large tactical units from the western districts of the USSR." "Next to the PGWAR headquarters, and since 1984 the Western Operational Direction (ZKO), there was also the headquarters of the 4th Air Army (AL) in Legnica on Chojnowska Street, subordinate to the Group, but with a certain degree of independence due to its strategic tasks. It was one of the independent air armies of the Soviet Air Force and was intended to improve the effectiveness of aviation. The composition of the 4th AL, with which it entered the PGWAR according to Directive No. 269 of the Stavka WK of May 29, 1945, was as follows: 5th Bomber Aviation Corps (132nd and 327th Bomber Aviation Divisions), 4th Assault Aviation Corps (196th and 199th Assault Aviation Divisions), Fighter Aviation Corps (215th and 323rd Fighter Aviation Regiments), 230th, 233rd, 260th and 332nd Assault Aviation Divisions, 229th, 269th, 309th and 329th Fighter Aviation Divisions, 325th Night Bomber Aviation Division, 47th and 164th Guard Reconnaissance Aviation Regiments, 209th Aviation Regiment for Reconnaissance and Artillery Fire Correction, 213th Medical Aviation Regiment, 184th Air Communications Regiment, 844th Transport Aviation Regiment, 69th Civil Aviation Fleet Aviation Regiment, 1550th, 1559th, 1584th, 1601st, 1606th, 1607th, and 1655th Anti-Aircraft Artillery Regiments. From the moment of its creation, the Northern Army Group maintained full combat strength: a complete complement of personnel, armaments, and equipment corresponding to the needs of warfare." "PGWAR units occupied an area of approximately 17 km² in the city of Legnica. This huge area contained over 1,200 facilities that were in constant use by the Russians. In addition to typically military facilities (barracks, military airport, storage bases), they also occupied hospitals, educational and cultural facilities (the occupation of the Drama Theater building was most painful for the residents), sports facilities, and residential buildings. The Russians also occupied the most beautiful, villa-filled part of the city, known as Kwadrat (the Square). The facilities belonging to the Russian army constituted about 1/3 of the old, Art Nouveau, central part of the city. In total, there were 482 residential buildings and 721 non-residential facilities." "The garrison character of the city was reminded to its residents by a wall separating the western districts. Guarded by Soviet military patrols, these quarters of the city constituted a “city within a city.” The following military formations were stationed in Legnica: the Command Headquarters of the Northern Group of Soviet Forces, 4th Air Army, 19th Communications Regiment, 137th Communications Battalion, 91st Support Battalion, 25th Helicopter Squadron, Armored Unit, Communications Equipment, Military Hospital, Post Office, and Telecommunications. Together, they occupied an area of 608.8 hectares." "Barracks complexes were scattered throughout the city. The Russians not only used existing facilities, but also built their own. Between 1946 and 1990, they built 211 facilities in Legnica alone (in the former Legnica Province, there were a total of 510 buildings). The most important barracks complexes were located as follows: • barracks on Złotoryjska Street — the complex covered an area of 29 hectares and housed an armored unit and workshops, • barracks on Słubicka Street — they were a vehicle base for the communications troops, • barracks on Poznańska and Bydgoska Streets (also a vehicle base, covering an area of 11.82 hectares), • sanitary and epidemiological station and laboratory at Rzeczypospolitej Avenue, • “Igla” communications station, located outside the city, occupied 5.4 hectares, • barracks at Chojnowska Street — it was an entire barracks and residential complex with an area of 12.91 hectares." Soviet checkpoints in Legnica Airfield in Legnica "From February 21, 1945, the regiment became part of the 4th AL II FB, continuing to supply the fighting units. On July 22, together with the entire 4th AL, it was transferred to the airport in Legnica. The regiment was awarded the Order of the Red Star for its contribution to combat operations. On January 1, 1946, its name was changed to 844th Independent Mixed Air Regiment, and in 1948 it was reorganized into the 245th Independent Mixed Air Squadron. The aircraft used earlier were Po-2, Yak-6, Li-2, and C-47. In the 1950s, the worn-out Li-2s were replaced with Il-12s and Il-14s. The unit was also equipped with Mi-1 and Mi-4 helicopters. In the following years, the aircraft and helicopters were replaced with more modern ones. The Russians mainly used helicopters (Mi-6, Mi-8), and from 1969 they also used An-12. The helicopters were used for transport and lifting by civil aviation and military aviation in the USSR and Warsaw Pact countries. The An-12 served as a transport aircraft for parachute jumpers, some of them were adapted for electronic warfare, and one was converted into a flying command post. The squadron served primarily as logistical support for the 4th Air Force and the PGWAR command. It consisted of a helicopter squadron (5 Mi-8) and two transport aircraft squadrons (6 An-26, 4 An-12). In addition, it had one Il-20 aircraft to secure passenger flights. It was the last PGWAR air unit to leave Poland. The airport had the following facilities: a 1,600 m long and 40 m wide runway, paved taxiways and a grassy area, aircraft hangars, missile warehouses, a railway siding, a radar station, guard buildings, and military barracks. The 4th Air Army had several military airports at its disposal, as well as an air training ground. Eight PGW airports in Poland were first strike facilities, while the rest were backup facilities. The army consisted of two divisions: bomber and fighter, both divided into regiments, as well as several independent air regiments for various purposes. These formations were directly subordinate to the headquarters of the 4th Air Army in Legnica. The 4th Air Army also included the 132nd Czerniachowsk Bomber Division, stationed outside Polish territory. The army's reserve airfields were located in the following towns: Oława-Stanowice, Wschowa-Łysiny, Namysłów, Stargard Szczeciński (Burzykowo and Słotnica), Dębica, Nadarzyce, and Brochocin." Some informations from mil-airfields.de Legnica: Airfield Fliegerhorst Liegnitz, Аэродром Легница Coordinates N511058 E0161044 (WGS84) Google Maps Elevation 407 ft Location indicator EPLE Location of airfield Southern edge of Legnica. Usage until 1945 Luftwaffe air base Liegnitz. Usage during the Cold War Soviet air base, transport aircrafts. Use today Transfered to Polish authorities on September 15th, 1993 (Source: www.bicc.de). General aviation. Runways 08/26: 1600 m x 40 m Concrete Radio beacons Data for the year 1990: LOM 26: 315 LMM 26: 650 RSDN, N511212 E0160637, Long range navigation system Radio communication Call sign: "JENNISSEJ" (1965), "OTKRITKA" (ОТКРЫТКА) (1980) Units 245 OSAE 4 An-12, An-24, 6 An-26, An-72, 5 Mi-8 (1990). The unit left Legnica on August 19th, 1993. Installations "Garrison and aiport of total surface of 608,8 hectares. 981 buildings (habitation, barracks, stores, garages, workshops) which form a separated part of the town, from which they are divided by a wall. Fuel station of 10,6 thousand meters3 capacity." Political transformation and preparations for the withdrawal of Soviet troops from Legnica "In the 1980s, there was a rapidly growing desire in the countries of the Soviet bloc to free themselves from the political and military tutelage of the USSR. As a result,the Soviet military leadership began to consider the possibility ofmoving its troops from neighboring countries deeper into the USSR. In Poland, the political changes that had been taking place since 1989 undoubtedly accelerated this process. At the beginning of the 1990s, the Russians began to consider the necessity of completely leaving Poland.The last show of force by the communist authorities, supported by the Kremlin, towards the Polish people was the introduction of martial law, which ultimately also marked the beginning of the end of the existing order. Changes began in Poland, the impact of which on neighboring countries led to the collapse of the socialist system during the so-called Autumn of Nations. These changes lasted 10 years in Poland, 10 months in Hungary, 10 weeks in East Germany, and 10 days in Czechoslovakia — this is how Timothy Garton Ash summed up the process of the collapse of the socialist bloc in November 1989. The avalanche of processes that contributed to the political transformation of the countries of Central and Eastern Europe began in the fall of 1989. In September, the Hungarian authorities opened the border with Austria to emigrants from East Germany . A month later, a spokesman for the Central Committee of the Communist Party of the Soviet Union said in an official statement that “the USSR is not afraid of changes in the structure of the Warsaw Pact” and “will respect the decisions of its members.” The countries' efforts focused on achieving complete sovereignty. One of the priorities of Polish foreign policy at that time was to build and participate in a European collective security system and regional cooperation. The Russians were very slow to get used to Poland's independence. This was reflected in the difficulties encountered by Polish foreign policy in its relations with the USSR, particularly the issue of the withdrawal of Soviet troops from Polish territory. Polish-Soviet talks on the withdrawal of Soviet troops from Poland, which began in December 1990, were concluded on May 22, 1992, after fifteen rounds of negotiations. The agreement on the withdrawal of Soviet troops was initialled in Moscow in November 1991, while the Soviet Union was still in power. The initialed agreement paved the way for the signing of a Polish-Soviet treaty comprehensively regulating mutual relations. The agreement was initialed by Deputy Foreign Ministers Jerzy Makarczyk on the Polish side and Yuri Dieriabin on the Soviet side. At the same time, documents concerning the transit of Russian troops from Germany were also initialled. They specified train routes, rules for crossing the border, and jurisdiction regarding liability for any damage caused during the transit through Polish territory. The most important achievement, however, was the agreement that no nuclear or chemical weapons would be transported through Poland. It was finally agreed that all combat units would leave Poland by November 15, 1992, and the remaining formations by the end of 1993, with their numbers, which at the beginning of 1993 were to amount to 6,000 soldiers, and at the beginning of the fourth quarter of 1993 — to 2,000." Exodus of the soviet forces Source: "PODWÓJNIE STRZEŻENI ARMIA RADZIECKA W LEGNICY" (1945- 1993)" - Joanna Lilla Swiącik Wrocław 2010 Soviet BTR driving through flooded Legnica in 1977

Śniatowo "A disused airport that served as a backup for the 2nd Fighter Aviation Regiment from Goleniów. It was used jointly by the Polish People's Army Air Force and the Red Army. On April 18, 1991, it was transferred to the exclusive management of the Republic of Poland and finally closed. Currently, the airport site is home to a wind farm launched in 2009, consisting of 16 wind turbines. It also hosts regular car rallies." "Airport area – 287 ha – 2 parking areas for 15 aircraft each. 24 underground shelters for aircraft (space for 1 aircraft surrounded by earth embankments on 3 sides) and 4 single-chamber shelters." Some informations (from mil-airfields.de) Coordinates N535242 E0145152 (WGS84) Google Maps Elevation 65 ft Usage during the Cold War Reserve airfield, shared use between Polish and Soviet forces. Use today Transfered to Polish authorities on April 18th, 1991 (Source: www.bicc.de). Closed. Runways Data for the year 1980: 11/29: approx. 2500 m Radio beacons Data for the year 1980: LOM 29: 858 "FA" LMM 29: 419 "F" Radio communication Call sign: "FIRMA" / "ФИРМА" (1980) Installations "Surface of 287 hectares"

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."

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