Lublin 2017-01-14
The airport and aviation plant in Lublin in the Second Polish Republic.
Lublin Airplane Factory.
Geographic coordinates: 51.236N 22.583E. Elevation 180 m.
Ownership transformation of the factory in Lublin.
General Ludomił Rayski, head of the Aeronautics Department of the Ministry of Military Affairs, pursued a policy to concentrate the entire Polish Aviation Industry in state hands. There were good and bad sides to this action. However, for the Plage and Laśkiewicz Plant it meant nationalization or liquidation. At that time, the factory in Lublin had very unfavorable press. Events from over 10 years ago were mentioned, about the "disastrous" Ansaldo planes that "disintegrated in the air." The opinion was perpetuated that Lublin produced "flying coffins". Claims were made that the plant, apart from airplanes, had other products (cars and steam boilers), for which it allegedly obtained funds from advances on the construction of airplanes. It was written about the R.XIII/R.XIV planes that they had no combat value because they had only one gun (!). And many others. This happened when the order for 50 Lublin R.XIII-f aircraft was fulfilled. The first 7 machines were delivered to the army, and at the end of 1935, the order for the remaining machines was withdrawn. Another 18 aircraft were under construction. The plant had financial problems. According to the press, since 1926. In 1936, the company’s management decided that it should be declared bankrupt, after which the factory was nationalized and began production under the name Lubelska Wytwórnia Samolotów – LWS. 18 Lublin R.XIII-f aircraft were completed and the army placed an order for another 32 aircraft. Formally, at the beginning of 1936, a state-owned legal company was established under the name "Lubelska Wytwórnia Samolotów", which leased the assets from the bankruptcy estate of the factory "Zakłady Metalowe Plage i Laśkiewicz in Lublinie", which was engaged in aviation production. The iron and copper production departments were closed down. The design office was also closed down, but it was relatively quickly realized that it was a mistake and the office was reactivated. Of course, with a different personnel. Naturally, the biggest changes took place in the label’s top management. Organizationally, the Lublin Aircraft Factory was subordinated to the National Aviation Works in Warsaw. Interestingly, the nationalization of the label did not fulfill the hopes placed in it. In retrospect, it is difficult to assess the losses and benefits of the changes made. The most important thing, however, was that the factory did not go bankrupt and continued to build good aircraft structures.
When the factory was nationalized, the design office still worked on several aircraft:
Lublin R.XV – The program of the Lublin R.XV companion aircraft, which was a continuation of the Lublin R.X. line, was advanced. The 9-cylinder Wright Whirlwind J5Ab radial engine with a power of 162 kW (220 HP) was left. Ultimately, the prototype was never created.
Lublin R.XVII – is basically a Potez XXV aircraft with the landing gear retractable into the lower wing, using a mechanical gear system operated by a crank. A speed increase of 40 km/h was expected. The project remained on paper.
Lublin R.XVIII – 1929, three-engine night bomber. In 1931, the design was changed to a smaller twin-engine design. The offer to build it was not accepted by the Department of Aeronautics.
Lublin R.XIX – 1932, an experimental aircraft, was created to test the butterfly tail patented by Eng. Jerzy Rudlicki. In 1932, the design of the Lublin R.XIX aircraft with a positive lift tail and the R.XIX version with negative lift was developed, being a modification of the serially produced Lublin R.XIII companion aircraft. This empennage, called the Rudnicki empennage, has been used in several structures around the world. The most famous is the French Fouga CM.170 Magister jet trainer.
Lublin R.XXI – a project from 1934, an accompanying aircraft, was a development of the mass-produced Lublin R-XIII aircraft. It differed from the original in the use of the PZL G-1620B Mors II engine with a power of 316 kW (430 HP). Like the Lublin R.XXIII, it had wheels covered with fairings and the engine with a Townend ring. A prototype was not built and the project remained on paper.
Lublin R.XXII – project from 1931, single-engine torpedo plane. Modeled on the British design of the Vickers "Vildebeest" class, the aircraft was intended to replace Lublin R.VIII bombers, which turned out to be unable to carry torpedoes. The project remained only on paper.
Lublin Airplane Factory.
Of all the programs implemented at the time of the nationalization of the plant, it was recommended to continue the project of the Lublin R.XX (LWS-1) naval aircraft, which made its first flight on April 10, 1935. The machine’s designation was changed to LWS-1 (Lubelska Wytwórnia Samolotów – first design).
In the early 1930s, the Naval Command was looking for a heavy torpedo-bomber seaplane. A competition has been announced. Three offers were received: Państwowe Zakłady Lotnicze – PZL-18 project, Podlaska Wytwórnia Samolotów – PWS-62 project and Lublin R.XX. The army intended to buy one prototype and 10 production machines and arm a torpedo squadron with these planes. The prototype was to be flown no later than in the third quarter of 1933. Production aircraft were to be delivered in 1934-1935. Zakłady Mechaniczne Plage and Laśkiewicz used the experience gained in the design of the unrealized Lublin R.XVIII bomber during the Lublin R.XX program. In 1933, the project, led by Jerzy Rudnicki, was already well advanced. Aerodynamic calculations offered by Fokker were used, which had much more experience in building large aircraft.
In the fall of 1934, the results of the competition were announced, won by Lublin R.XX. In December 1934, the Department of Aeronautical Supply placed an order for a prototype and 6 serial machines. The reduction in the number of planes was due to the tightness of the budget, and the planes were to be better equipped. The prototype was completed in June 1934 and was transported in parts to the airport in Puck. After assembly, it turned out that the plane was not sitting properly on the floats in the water. His back was too heavy. The necessary corrections were made and on April 10, 1935, the flight was performed by Capt. pil. Bolesław Filanowicz. During test flights, other design shortcomings came to light. The most important thing was the low stiffness of the hull. The factory began modernization, and at that moment the army terminated the contract. The only Lublin R.XX remained in the army as LWS-1. Various combat tests were carried out on it. Torpedoes and depth charges were dropped from it with good results. In the spring of 1935, an improved aircraft was developed, with better aerodynamics and shorter wings. The plane was marked Lublin R.XX-b. The plane did not arouse the interest of the military. Ultimately, work on the LWS-1 aircraft was discontinued in 1936, when the LWS-5 and LWS-4 aircraft on floats appeared.
The Lublin R.XX plane had a five-person crew. The radio operator’s cabin was completely covered. The remaining cabins were uncovered. In the R.XX version, all cabins were completely glazed. The machine was powered by the most powerful engines available in Poland at that time: Bristol Pegasus II, with a power of 2 x 467 kW (2 x 635 HP). These engines had the best weight-to-power ratio while maintaining low fuel consumption. Seaplanes and flying boats are aerodynamically specific aircraft. Therefore, a maximum speed of 250 km/h should be considered very good.
Technical data of the Lublin R.XX – LWS-1 bomber-torpedo aircraft of 1935, number of seats: 5 type: twin-engine low-wing monoplane, seaplane design: mixed structure, wooden wings covered with plywood, fuselage made of steel pipes covered with sheet metal and canvas. Float chassis made of metal by Short. wingspan: 25.40 m length: 15.90 m height: 6.10 m empty weight: 4000 kg take-off weight: 6000 kg maximum speed: 250 km/h range: 1200 km flight time: 6 h power unit: two radial engines 9-cylinder Bristol Pegasus II, with a power of 2 x 467 kW (2 x 635 HP). armament: torpedoes, bombs up to 1000 kg, 4 machine guns for defense.
After the success of the Lublin R.XVI ambulance plane from 1933, the Polish Red Cross (PCK) became interested in a similar plane. In order for the program to be successful, the Polish Red Cross established contact with the Aviation Command of the Ministry of Military Affairs, because it was responsible for maintaining and operating the planes. In 1936, an appropriate agreement was concluded and the Lublin Aircraft Factory (LWS) was commissioned to develop an appropriate machine. A prototype for static tests and a second prototype for flight tests were ordered. For the plane to fulfill its tasks, it had to be able to operate safely on small, convenient landing areas with ground surfaces. The initial design was developed by Eng. Zbysław Ciołkosz in Warsaw. The plane was designated LWS-2. A high-wing and strut arrangement was adopted. The completely covered cabin accommodated four people. A radial engine was used for propulsion. The planes were built in 1937. The flying prototype was registered SP-ATP and the first flight was made in the fall of 1937. The pilot was Władysław Szulczewski. Factory tests were very successful. The plane responded correctly to the controls and was very stable. It had an exceptionally short take-off and landing roll, which was achieved thanks to the rich mechanization of the airfoil modeled on the RWD-9 aircraft. There are retractable gills on the leading edge of the wing. Flap-ailerons were used on the trail. During takeoff and landing, they served as slotted flaps, and in normal flight, they served as regular ailerons. The plane was moved to Warsaw, where it underwent tests at the Aviation Technical Institute. They confirmed the advantages of the machine and it was issued a certificate of suitability for operation as a medical aircraft. The hull was made of pipes and contained a cabin for four people. The pilot had the controls on the front left side. Behind him, a doctor sat at a fold-out table and a first aid kit. The rest of the cabin was occupied by two pairs of stretchers for patients. The door through which patients were placed on stretchers was located on the left side. LWS-2 took part in the International Sanitary Aviation Competition in Esch-sur-Alzette in Luxembourg, which took place on July 1–4, 1938, where it took first place. The Polish Red Cross ordered 6 machines, but they were not built. The only LWS-2 aircraft was handed over to the Polish Army in May 1938. The plane took part in the defensive war in September 1939 and was devastated by Germans at the airport in Krosno.
Technical data of the LWS-2 sanitary plane from 1937. number of seats: 4 type: single-engine high-wing monoplane construction: mixed structure, wooden wings covered with plywood and canvas, fuselage made of steel pipes covered with sheet metal and canvas. span: 13.00 m length: 9.05 m height: 2.84 m empty weight: 1185 kg take-off weight: 1680 kg maximum speed: 206 km/h range: 500 km flight time: 2.5 h power unit: engine radial 9-cylinder Wright J5B Whirlwind with a power of 3 x 162 kW (3 x 220 HP) armament: not applicable.
The LWS-3 Mewa plane is the most famous design of the Lublin Airplane Factory, and what is important, it was built in large numbers. The plane was built in Warsaw under the supervision of the designer, Eng. Zbysław Ciołkosz, as PZL P-40. The preferred drive was the G-1620bis engine or the Polish "Foka" engine, with a power of approximately 400 HP. The designer made the first sketches in 1935. When Eng. Zbysław Ciołkosz moved to Lublin and took the project with him. Here, the aircraft was designated LWS-3 Mewa and was redesigned with a more powerful engine. The plane was created as an observation plane in a new formula: it was supposed to correct long-range artillery fire and conduct close reconnaissance over enemy territory, to a depth of up to 100 km. Its design referred to the RWD-9, which won the Challenge in 1934, and the sanitary LWS-2. For the first time in an aircraft of this type, covered cabins were used: a plotter and an observer, who could open the glass to operate the camera and rifle. Additionally, further fixed machine guns were placed on the profiled chassis, which fired forwards outside the propeller disc. However, this solution turned out to be impractical, because during landing, the gun mounts became loose and deformed. The aircraft’s defensive attribute was to be its high speed. The plane was well equipped: a communication radio station, a camera, a rocket launcher, illuminating bombs, a signaling reflector, and a ground reporting system. The army ordered three prototypes.
After the famous crash of the LWS-6 Żubr plane on November 7, 1936 (which we wrote about below), Eng. Zbysław Ciołkosz left the company, and the LWS-3 project was headed by Eng. George Teisseyre. The airframe was ready in November 1937, but the delivery of the 493 kW (670 hp) Hispano-Suiza 14AB engines was delayed. Then, it was decided to use Gnôme-Rhône 14M01 engines with a power of 485 kW (660 HP).
The prototype was first flown in March 1938, and in September 1938, tests were carried out at the Aviation Technical Institute. They confirmed the very good performance of the aircraft. The maximum speed of the plane turned out to be slightly lower. The project was approved by the military and was to be a complement to the RWD-14 Czapla and Lublin R-XIII aircraft. Then (November 25, 1938 – December 11, 1938), the plane, along with other Polish designs, was demonstrated at the International Air Show in Paris under the designation PZL "Mewa".
The second prototype received an interesting solution for the vertical tail, which could be lowered during flight. Thanks to this, the rear field of fire was unlimited. Additionally, it turned out that the machine is more maneuverable and comes out of a spin more easily. Due to the need to quickly launch mass production, this solution was planned to be used in the LWS-7 Mewa II. The third prototype was the production model.
At the end of 1938, the Polish Army ordered 200 copies. Production started in 1939, and the first few aircraft were handed over to the army at the beginning of August 1939. The next approximately 20 machines were waiting for French propeller hubs, which were tried to be delivered to Lublin in a roundabout way, but it was too late. Several machines took part in the Defense War. It was also planned to create the LWS-3 B version intended for Bulgaria, and the LWS-3 H float version, planned for 1940. Sweden and Egypt were seriously interested in the plane. A further development of the LWS-3 Mewa design was to be the LWS-7 Mewa II aircraft. The technical documentation of the LWS-3 Mewa aircraft was taken to Bulgaria by the director of the Lublin Airplane Factory, Eng. Aleksander Sipowicz.
Technical data of the LWS-3 Mewa observation aircraft, 1938. number of seats: 2 type: single-engine high-wing monoplane structure: mixed structure, wooden wings and empennage, fuselage welded pipe truss span: 13.45 m length: 9.50 m height: 2.65 m empty weight: 1750 kg take-off weight: 2450 kg maximum speed: 360 km/h range: 700 km flight time: 3 h power unit: 9-cylinder Wright J5B Whirlwind radial engine with a power of 3 x 162 kW (3 x 220 HP) armament: 1 mobile machine gun PWU FK wz. 37 cal. 7.92 mm observer.
The LWS-4 Żubr aircraft is a design that materialized in Lublin. The history of this plane begins in Warsaw. At the National Aviation Works (PZL) in 1933, the Ministry of Communication placed an order for a two-engine passenger plane for PLL LOT. It was intended to replace the aging Fokker F-VII B/3m aircraft. The project, designated PZL-30, was undertaken by Eng. Zbysław Ciołkosz. The work progressed systematically. In 1934, however, LOT Polish Airlines decided to purchase American Lockheed L-10 Electra and Douglas DC-2 aircraft and the order for the PZL-30 was canceled. By this time the prototype was almost completed. The Ministry of Military Affairs became interested in the plane and ordered the conversion of the PZL-30 into a bomber. The plane was redesigned and given the new designation PZL-30 B/I. The prototype is equipped with Pratt Whitney Wasp Junior radial engines with a power of 2 x 295 kW (2 x 400 HP). The first flight of the prototype took place in March 1936, and the test pilot was Capt. Bolesław Orliński. Tests showed unsatisfactory performance. It was decided to use PZL-Bristol Pegaz VIII engines with a power of 2 x 500 kW (2 x 680 HP). The new aircraft was designated PZL-30 B/II Żubr. A version intended for export was also developed, which received French Gnome-Rhone 14K engines. Serial production was planned to start in Lublin. Eng. Zbysław Ciołkosz was appointed head of the unit, which in fact became a new design office. In Lublin, the aircraft was to be designated LWS-6, but in 1937, it was finally designated LWS-4. The LWS-5 designation was intended for the float version intended for the Navy.
Romania, whose delegation arrived in Poland in November 1936, was very interested in the plane. She was presented with the plane, which at that time was marked LWS-6 Żubr. On November 7, 1936, the plane took off for a demonstration flight. There were four people on board, including two Romanian officers. There was no sign of misfortune. While returning to the Mokotów airport, one of the engines was torn out from the wing and the plane fell to the ground, burying everyone on board. It was in Michałowice near Warsaw, just 8 km before the Mokotów airport. At the place where the plane crashed, there is still a monument funded by the Romanian society, and the street is called Romanuńska. The commission investigating the accident found design defects in the wing. The waterproof Bakelite glue used (more resistant to moisture) was attached to the airfoil structure with urea adhesives that were the least resistant to moisture. After the disaster, Romania withdrew its plans.
In 1937, under the supervision of Eng. George Teisseyre, the plane was redesigned. The structure of the aircraft has been strengthened. Additionally, it was equipped with a double vertical tail. As a result of the corrections, the weight of the aircraft increased, and the load of bombs carried was only 660 kg. The improved prototype aircraft was made in one copy and remained at the plant in Lublin for further modifications.
Preparations for mass production had been made since 1936. In the summer of 1937, mass production began. Interestingly, a version marked LWS-4 A was built, which was reinforced but had a single vertical tail. 15 machines were built and handed over to the army in August and September 1938. Because it was an obsolete design and its combat value was limited, the army incorporated the machines into training squadrons. We used the phrase – obsolete structure, because at that time modern aircraft structures were already made entirely of metal (duralumin), which is lighter and more durable. Someone may ask – Why didn’t LWS build all-metal planes? Because metal structures have not proven their 100% advantage over mixture structures. Metal structures turned out to be much more expensive to build, more difficult, and sometimes even impossible to repair. Structures based on metal tubes are still being built around the world for the so-called small aviation.
The LWS-5 seaplane belonged to the same family of aircraft. When, in mid-1936, work on the LWS-1 (Lublin R.XX) bomber-torpedo floatplane was discontinued, the Lubelska Wytwórnia Samolotów proposed to the Navy command to develop a float version of the LWS-4 Żubr bomber. The new aircraft was designated LWS-5. The agreement was signed on April 12, 1937. In December 1937, the Navy abandoned the LWS-5 and purchased Italian Cant Z-506 B Airone aircraft.
Technical data of the LWS-4 Żubr bomber aircraft, 1936. number of seats: 4, type: twin-engine high-wing monoplane structure: mixed structure, wooden wings and empennage, fuselage welded pipe truss span: 18.50 m length: 15.40 m height: 4.00 m empty weight: 4780 kg take-off weight: 6,880 kg maximum speed: 340 km/h range: 750 km flight time: 5 h power unit: two 9-cylinder, air-cooled radial engines PZL-Bristol Pegaz VIIIC with a power of 2 x 515 kW (2 x 700 HP) armament: 5 machine guns, bombs with a total weight of 660 kg.
Even before the outbreak of World War II, the Lubelska Wytwórnia Samolotów mass-produced RWD-14 Czapla observation planes, which in Lublin were designated LWS Czapla. It was a companion aircraft, intended to cooperate with land forces. Sometimes also designated as an observation aircraft, and its armament is mainly intended to defend against fighter attacks. The RWD-14 Czapla aircraft was developed at the Experimental Aviation Workshops in Warsaw. Preparations for mass production in Lublin were led by Eng. Ryszard Bartel. 65 machines were built.
The design office in Lublin was working on another very promising fighter aircraft, the PZL-39 Sokół. The project was brought to Lublin by Eng. Zbysław Ciołkosz. Here the program had several different designations, due to the search for an appropriate drive. The greatest hopes were associated with the designed Polish, 8-cylinder, in-line PZL Foka engine. PZL-39 was intended to be a cheap fighter operating at low altitudes, capable of reaching speeds of about 400 km/h. Mixed design. One-man crew. The cabin was to be completely covered. Retractable landing gear. Armament: two machine guns. Problems with the selection of the power unit resulted in no prototype being created.
The take-off field of the Lublin airport.
According to information from 1932, Lublin Airport was private. Geographic coordinates – latitude 51 degrees 14 minutes long 22 degrees 35 minutes. Height 183 m above sea level. Magnetic slope -0 degrees 52 minutes. The airport was located in the south-eastern suburbs of Lublin. It was 2,500 m to the city center. In the immediate vicinity there was the Lublin-Chełm railway line. There was a road to Zamość nearby. The plant and the airport were surrounded by the following towns: from the north – Tatary, Majdan Tatarski, from the south – Kośminek and Nowy Kośminek. From the east there were arable fields of the Bronowice farm. It was about 800 m to the Bystrzyca River towards the west.
On the approach to the take-off field, the only serious obstacles were the chimneys of neighboring factories: from the north, four chimneys up to a height of 40 m, from the south, a number of chimneys up to a height of 46 m (power plant), from the west, chimneys up to a height of 36 m, and in the immediate vicinity there are three-story buildings of the plant . The orientation signs in the middle of the flight field were a white circle with the inscription Lublin and a wind sleeve.
The dimensions of the take-off field were: 690 m x 360 m and it was a rectangle. Large slope of the land towards the north-west. Black earth surface on a clay base, covered with grass. The airport had four company hangars with large doors (30 x 6, 10 x 4, 19 x 4.3 and 15 x 4.3 m). The airport offered pilots and travelers: fuel, lubricants, water, electricity (380 V, 220 V, 110 V), telephone, weather station, and repair and technical assistance. The bus stop was 800 m away. The rest of the help could be obtained in the city: railway station (1,500 m), police, medical assistance, hotel, restaurant, post office and telegraph (1,500 m), taxis and horse-drawn carriages.
The end of the Lublin Aircraft Factory.
The end of the Lublin Aircraft Factory was very sad. On September 2, 1939, at 7:30 a.m., the factory and the company’s airport were bombed and machine-gunned. During this attack, nearly 40 people were killed and many others were injured. Losses in the plant’s infrastructure were minor. The factory continued production until September 10, 1939. On the same day, the surviving machines were evacuated to a field airport 18 km away from Lutsk. Shortly after losing the defensive war, the Germans established a concentration camp and a forced labor camp in the LWS area. One of the factory’s buildings was converted into a gas chamber. The area of the take-off field was built up with prison barracks. Already during the mass murders of the Jewish and Polish population and the ongoing looting of property, the main warehouses were set up in the hangars. Here, looted treasures were sorted before being sent to Germany. The Lublin Aircraft Factory was never reborn.
Epilogue
Zakłady Mechaniczne Emil Plage i Teofil Laśkiewicz in Lublin is undoubtedly the first Polish aviation manufacturer to boast of several very successful aircraft of its own. The plant has mastered the construction of observation aircraft, as well as passenger and bomber aircraft. It can be said that the plant has developed its own style of construction. The hull was based on a three-dimensional steel structure made of chrome-molybdenum pipes joined by welding. If the aircraft was single-engine, the engine mount was an integral part of the steel structure. The engine was covered with profiled sheet metal. The main fuel tank was located behind the engine, and then the crew cabin. A metal partition was placed between the crew cabin and the fuel tank, as well as the fuel tank and the engine, which acted as a fire partition and a power structure. The plane’s fuselage was partially covered with plywood, but mainly with canvas. The wooden empennage was covered with canvas. Most of the company’s planes were monoplane, high-winged, i.e. high-wing. The wings were reinforced with struts. The wings were made of wood. Wood made it much easier to shape the airfoils in terms of outline and aerodynamic profile. The power structure of the wing was based on two main spars, sometimes with a third, rear auxiliary spar. The wing was covered with plywood from the leading edge to the first spar. The rest of the wing as well as the control surfaces and flaps were covered with fabric. The landing gear was standardly fixed with a rear wheel or tail skid. The main landing gear always consisted of two wheels with inflatable tires. Shock absorbers have already been used. As for the chassis, the factory was already working on a retractable chassis using a mechanical system. The pilot used a small crank to pull them in and out. Engineers from Lublin hoped to increase the speed of the aircraft with retractable landing gear by up to 50 km/h.
The company also developed several seaplanes. What is commendable is that engineers from Lublin did not try to build their own floats. The designs were used in the best seaplane factory in the world at that time, the British Short Brothers from Belfast. This company still exists under the logo of Bombardier Aerospace. The floats purchased by Poland were metal, multi-bulk, proven on many aircraft.
Due to the lack of Polish engine designs, the factory in Lublin used drives from renowned manufacturers from Western Europe. Designs were selected not only with the highest power, but also with good operational parameters. Both inline and radial engines were used. The latter, in the 1930s, were very popular and valued higher than in-line engines. A Townend ring was also used, which improves engine cooling and airframe aerodynamics. The company used two-blade wooden propellers, and a little later introduced two-blade metal propellers. The plans included propellers with variable blade attack angles.
The company used radio and navigation equipment, the so-called avionics, in accordance with the orders of the future user. No own structures were developed because it was unprofitable on such a small scale. The fact that the company had a good understanding of avionics can be seen in the design of the Lublin R.X bis "Srebrny Ptak" long-haul aircraft, which was equipped with an artificial horizon, a gyroscopic compass, double altimeters, speedometers and additional engine measurement. Communication radios were installed in other structures.
However, the greatest success of the factory in Lublin was the good mastery of mass production in large series. The plant has never failed to fulfill its contracts. The ordering party relatively often failed to fulfill the contracts. It’s hard to blame anyone specifically here. We must remember that the technical progress in aviation in the 30s of the 20th century was enormous. Planes flew faster and faster, but above all, further and further. It was because of aviation that the planet Earth was beginning to shrink.
Today (2016), there are quite a few objects left from the aviation plant in Lublin. First of all, three hangars at Wrońska Street. The next facility is a building, also at Wrońska Street. The building was and is beautiful. It has four floors. It served as an office and is now also the headquarters of several companies. Unfortunately, the building no longer has a square tower with a height of about 25 m. Other buildings on Wrońska Street also remember the glory days of aviation factories. Unfortunately, the twin four-story building that closed this urban complex from the north is no longer there. The building, located at the corner of Droga Męczenników Majdaneku Street and the railway tracks, has also been preserved. The building is clearly visible from the railway tracks. The neighboring building, facing Droga Męczenników Majdaneku Street, has also been preserved. Probably other buildings stand on the foundations of the plant. There are no longer two railway sidings in the area. Droga Męczenników Majdaneku street was excavated in order to avoid collisions under the viaduct by the railway tracks. At the time of the plant, there was an ordinary railway crossing here.
Written by Karol Placha Hetman