Poland expansion in phase 3.

[Jaku]

Aviation training ground Przemków - Trzebień

"The Przemków-Trzebień aviation training ground covered an area of 12,000 hectares. Its entire area is covered by forests belonging to the Lower Silesian Forest complex. It was the largest training ground used by the soviet northern group of forces in Poland. It stretched from Przemków in the north to Trzebień in the south, from Studzianka and Pogorzela in the west to Wilkocin in the east. Part of the training ground, known as Przemków Północ, once used as a place for aviation exercises, is located north of Przemków in the vicinity of Nowy Dwór (Lubusz Province), Dzików, Koźlice, Ostaszów, and Buczyna in the Lower Silesian Province. The entire training ground was part of the Pstrąże facility. It was used not only as an air training area, but also by armored units (tank roads). An air training ground is an area designated for conducting simulated bombing raids from planes or helicopters. Numerous NGOF facilities were located in its vicinity. In Trzebień, there were barracks with facilities, 2.5 kilometers into the forest from Trzebień, an ammunition depot, in Wilkocin, shelters for the command, in Karczmarce, an independent fuel base, and in Chocianów, a tropospheric communication center. In addition, the military airports of Szprotawa-Wiechlice and Krzywa were located nearby. There was an ammunition depot in Duninów near Chocianów. Thus, the training ground was well equipped with auxiliary facilities. The Żagań-Legnica railway line was used to transport tanks, and there was a ramp at the Studzianka station where the tanks were unloaded. A siding led from the Leszno Górne station to Pstrąż. There was also a loading ramp in Pstrąż itself. The airfield was equipped with a mock airport covering an area of over 2,000 hectares. It was located southwest of Wilkocin in the forest. A concrete slab road, which has been preserved to this day, leads to it. The runway of the mock airport was probably not made of concrete, but grass. Heavy equipment was used to compact it. The mock-up served as an area for conducting fictitious air raids and as an alternate landing strip. Currently, the area has been plowed and trees have been planted on it. The former airfield is not in use, and most of the Soviet facilities are abandoned and devastated. Access to the area is prohibited due to unexploded ordnance."


some informations from: https://www.mil-airfields.de/pl/list.htm#202517

 

Coordinates	N512750 E0154612 (WGS84) Google Maps
Elevation	522 ft

General

Imitated airfield on firing range.

Runways

• 12/30: 2500 m

Radio communication

Call sign firing range: "BUDITJEL" / "БУДИТЕЛЬ".

Airfields in the vicinity

• 223°/11km Trzebien: Airfield (Przemków)
• 190°/17km Krzywa: Air Base (Aslau, Osła, Osla, Аэродром Кшива)
• 311°/17km Szprotawa: Air Base (Sprottau, Wiechlice, Аэродром Шпротава)
• 306°/31km Żagań: Airfield (Sagan-Küpper, Zagan, Аэродром Жагань)
• 158°/33km Brochocin: Airfield (Schönfeld/Seifersdorf, Lotnisko Łukaszów, Аэродром Брохоцин)
  
  

 

[Jaku]

Płoty-Makowice reserve Airfield

"The initial engineering plans for the airport were developed between 1936 and 1940. Undoubtedly, the airport, or rather what was to become an airport in the future, was built by the Germans for the purposes of aggression against the Republic of Poland. We say this because, apart from the runway, there was no infrastructure there (in 1939). It should be remembered that it was located nearly 150 km from the border with the Republic of Poland, so it could not have been a primary airport. There is also no information as to whether the airport was used by Red Army units during the Soviet offensive in 1945.

The airport complex was built between 1962 and 1972. As far as transport is concerned, all goods were delivered by road, as the airport did not have a railway siding.

The layout of the airport is similar to standard backup airport solutions, with a limited barracks area and social facilities. Most of the buildings are made of white limestone brick. The area is partially fenced. There is no fence on the side of the river, which is a natural obstacle. The entire airfield is surrounded by forests on almost all sides. Only on the side of the village of Markowice is there practically no tree cover.

No combat air units were ever stationed at the airport. The airport was certainly intended to be used in the event of war. From the late 1960s until almost 1989, the airport was used by fighter and fighter-bomber units as a backup during numerous exercises.

Built in the 1930s, it was intended from the outset to be a training and backup airport. After World War II, it was expanded to meet the existing needs of the Polish People's Army. In the 1960s, it served as a reserve airport for the 40th Fighter Regiment from Świdwin. In the 1970s, it served the same function for the 2nd Fighter Regiment stationed in Goleniów. The runway (takeoff/landing direction: 11/29) is 2,300 meters long."


some informations from: https://www.mil-airfields.de/pl/list.htm#53109

 

Coordinates	N534539 E0151725 (WGS84) Google Maps
Elevation	155 ft

Location

Płoty is located ca. 60 km northeast of Szczecin.

Location of airfield

The airfield is located ca. 5 km south-southeast of Płoty.

Usage until 1945

Luftwaffe airfield Mackfitz.

Usage during the Cold War

Reserve airfield.

Runways

• 11/29: 2300 m x 29 m Concrete/Asphalt

Airfields in the vicinity

• 047°/30km Dębica: Airfield (Lotnisko Debica, Аэродром Дембица)
• 295°/31km Śniatowo: Airfield (Sniatowo, Аэродром Снятово)
• 233°/32km Goleniów: Air Base (Goleniow, Szczecin)
• 084°/35km Świdwin: Airfield (Swidwin Smardzko, Baza lotnicza Świdwin)
  
  

 

[Jaku]

Polish highway strips that could be added in the phase 2/3

"In 1966, Poland decided to create a network of airport road sections for military aviation, following the Western model. This resulted in the construction of a complex of reserve runways in northern Poland. This was not an easy task, as even during the development of plans to adapt roads for field airports, a network of backup roads had to be created to serve as detours. Sections of roads had to be built from scratch in wooded areas where, if necessary, aircraft, flight safety and security equipment, as well as flying and ground personnel could be hidden.

The first public road on which one of the sections was adapted to DOL requirements was national road No. 6 near Szczecin. The landing strip was 2,200 m long, 12 m wide, and bordered on the south side by a bridge, which could provide some cover for aircraft.

The first public road on which one of the sections was adapted to the requirements for landing on a road was national road No. 6 near Szczecin. The landing strip was 2,200 m long, 12 m wide and bordered on the south side by a bridge, which could provide some cover for aircraft. At the end of the 1960s, preparations began for the first landings on road sections of airports. Operations from such an unusual airport as a road airport were first trained at regimental airports (for this purpose, boundary lines were drawn on the runway, the distance between them corresponding to the actual width of the road landing strip) and taxiways. Before landing on a public road, each pilot had to perform at least a dozen landings at their home airport.
After completing the training plan, the trained flight personnel and exercise management were gathered at the airport of the 2nd Fighter Aviation Regiment in Goleniów, from where they were to take off for landing on the road landing strip. The choice was not accidental, as it was the closest air unit, which guaranteed a quick return in the event of a failed landing approach, failure, or damage to the aircraft. The first aircraft to land on a public road was a Lim-2 fighter. After it taxied onto a makeshift parking area, subsequent Lim-2s made their landings. The tasks carried out at the Kliniska road landing site were assessed as very good, and it was decided that during the next exercises of this type, they would be combined with the operational use of aircraft using training grounds and alternate airports.

At the end of the 1960s, further sections of public roads adapted for the landing of combat aircraft were put into use in the vicinity of Mirosławiec, and a few months later in the area of Zegrze Pomorskie. At the same time, further exercises were being prepared at the Kliniska road landing site.

At the beginning of the 1970s, new road landing strips began to appear. Gradually, each combat aviation regiment was assigned one road runway section in addition to the two designated reserve airports. In total, 21 runways of various lengths and widths were built in Poland. Some of the sections that were built have never been used for takeoffs or landings. There are also those which, several years after their construction, were removed from the list of facilities of this type and today, due to their cracked surface, the parking areas overgrown with trees, and the motels built in their place, it is not even visible that they could ever have served as road landing strips.

Operations carried out from road landing sites were once kept strictly secret (satellite reconnaissance was not yet as advanced as it is today). After agreeing and approving this type of exercise, the public road was closed several days before its planned use. The relevant services responsible for safety and preparation began to “arm” the road landing strip by clearing and preparing the runway, painting special stripes on it, and installing lighting. Communication equipment was deployed, the flight command post and weather station were set up, equipment was assembled (fuel tanks, vehicles with power generators for starting engines and gases for filling aircraft systems, tow trucks, etc.), and weapons were brought in. 



 

In the 1970s, several newly built road landing strips and existing ones (DOL Kliniska) were rebuilt and widened so that MiG-21 fighter planes and Su-20 fighter-bombers could operate from them more safely. The reason for this was the significant difference in the landing speed of specific types of aircraft, the length of the takeoff run, i.e., the distance needed to accelerate and lift off the ground, and the length of the landing roll.

In the 1990s, significantly reduced defense spending did not allow for more frequent exercises using road landing strips than once a year, when pilots from all air regiments (and later tactical aviation squadrons) performed takeoffs and landings combined with combat tasks carried out at training grounds (combating ground targets using bombs and unguided rockets, air defense combat, etc.) over a period of two -three days performed takeoffs and landings combined with combat tasks carried out at training grounds (fighting ground targets with bombs and unguided missiles, reconnaissance, intercepting air targets). Many road landing sites also changed their status from active to inactive and remained on military maps only for possible use in the event of war or forced landing.

Only DOL Kliniska and DOL Września, which were kept on standby, did not change their active status."

 

 

Highway strip Kliniska

Location of the higway strip

East of Szczecin, on road 142.
Coordinates: N53°25'38.7" E14°48'20.0"

RWY 085/265, 2100 x 15 m asphalt

Elevation 50 ft

 

Highway strip Mieszkowice
 

Location of the higway strip

Mieszkowice is located 20 km south-southeast of Chojna, 10 km from the German border.
The highway strip is located 2.5 km south-southeast of Mieszkowice, on road 31.
Coordinates: N52°45'02.7" E14°30'40.9

RWY 158/338, 2380 x 10 m asfalt

Elevation 150 ft

 

Highway strip Łukęcin
 

Location of the higway strip

Łukęcin is located on the baltic coast, 40 km east-northeast of Świnoujście.
The highway strip is located ca. 2.5 km east-northeast of Łukęcin.
Coordinates: 54°2'42"N   14°54'19"E

 

"DOL Łukęcin – an airport road section in the West Pomeranian Province, part of provincial road No. 102, with a length of 2,200 m. The section is located between Łukęcin and Pobierowo, at an altitude of 7 m above sea level.

Aircraft can use DOL Łukęcin provided that the islands located on the axis of the road before the exit to the hotel located at the site of the former 71st Air Defense Missile Squadron are removed.

The Łukęcin DOL is a backup facility for:

Śniatowo Airport
Szczecin-Goleniów Airport
Kołobrzeg-Bagicz Airport
Dębica Airport"

RWY 08/26, 2200 x 10 m asfalt

Elevation 7 m

 

Highway strip Machliny
 

Location of the higway strip

Machliny is located 45 km northwest of Piła.
The highway strip is located ca. 3.5 km south of Machliny.
Coordinates: N53°27'26.6" E16°22'21.5

RWY 150/330, 2200 x 10 m asphalt

Elevation 452 ft





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Highway strip Mirosławiec
 

Location of the higway strip

Mirosławiec is located 45 km west-northwest of Piła.
The highway strip is located on road 177, ca. 6 km northeast of Mirosławiec.
The highway strip is connected by a taxiway with the nearby Mirosławiec air base.
Coordinates: N53°23'07.1" E16°09'20.5

RWY 048/228, 2200 x 10 m asphalt

Elevation 498 ft