Piła 2007-12-10
6th Fighter-Attack Aviation Regiment in Piła.
6th Fighter-Bomber Aviation Regiment in Piła.
12.10.1944 – 31.12.1998.
World War II.
The history of the 6th Regiment began in the CCCP, in the town of Bely Kolodets near Volchansk, where on October 12, 1944, on the basis of the 658th Soviet Assault Aviation Regiment, the 6th Assault Aviation Regiment was formed, which organizationally became part of the 2nd Assault Aviation Division. The first commander of the 6th Regiment was Colonel Edward Wiik (Estonian by origin). Since the Soviet Regiment had a long combat trail behind it, it had to be renovated. In the period from October 1944 to January 1945, the Regiment supplemented its personnel with Polish citizens. Aircraft were repaired and new machines were obtained from Soviet factories. New pilots and gunners were trained on UIł-2 training aircraft and Ił-2 M 3 combat aircraft. In March 1945, the 6th Regiment began to be redeployed to Polish territory. The Soviets took great care to ensure that Polish Soldiers did not fight in the former Eastern Polish Territories. The redeployment was completed on April 12, 1945. The Regiment’s base was Ujazd airport near Tomaszów Mazowiecki. The first ceremonial military oath was held here. In April 1945, the 6th Regiment had 30 Ił-2, Uił-2, Po-2 aircraft.
On April 23, 1945, the 6th Regiment was relocated to Kruszwin Airport. Kruszwin is a village in Poland located in the West Pomeranian Voivodeship, in Myślibórz County, in the Myślibórz Commune, between Szczecin and Gorzów Wielkopolski. The 6th Regiment was commanded at that time by Major Kapustin (Muscovite). On April 25, 1945, the 6th Regiment completed its first combat mission as part of the Berlin operation. The task of the assault aircraft was to bomb the Bergsdorf railway station, under cover of fighters from the Polish 9th Fighter Aviation Regiment. 7 railway cars and 10 cars were destroyed. German artillery damaged one Il-2 aircraft. Bergsdorf Station is located north of Berlin, on the RB12 line (Löwenberg–Templin), between the Löwenberg (Mark) and Zehdenick (Mark) stations.
Already on April 27, 1945, the 6th Regiment was relocated to the Barnówko airport, and then Grunsthal. In the period from April 27, 1945 to April 30, 1945, the Regiment’s crews made 26 combat flights, destroying; 10 tanks, 30 cars, 10 trailers. On May 1, 1945, the Regiment during combat flights in the vicinity of Lentzke and Fehrbllin destroyed; 4 tanks, 50 cars, an ammunition depot. On May 3, 1945, the Regiment ended combat operations and was relocated to the center of Poland. War balance of the 6th Regiment; 134 combat sorties, destroyed; 14 tanks, 135 cars, 40 trailers, 19 wagons, 15 artillery pieces, 23 anti-aircraft guns, 60 horse-drawn wagons, 6 ammunition and fuel depots. The regiment did not lose any aircraft.
Peacetime.
At the same time as the end of hostilities, the 6th Air Assault Regiment received, like all Polish Regiments, the Order to return to Poland. On May 10, 1945, the Regiment was already stationed at Ujazd airport near Tomaszów Mazowiecki, and after a few months moved to Glinnik airport. A small note here – At that time, the regiments were called in the Soviet style, i.e. the 6th Air Assault Regiment.
The period of 1945-1947 was the transition of the Regiment to the system of operation of aviation in conditions of peace. It was planned to leave three fighter regiments, three attack regiments and one bomber regiment. A new organizational structure was also introduced in the regiments. The regiments were to have 4 squadrons, not 3. The attack regiment was to have 60 pilots and 52 gunners. The equipment was to consist of 60 Il-2, Uil-2 and Po-2 aircraft. The latter played the role of liaison aircraft. It was also planned to disband the divisions and subordinate the regiments directly to the Air Force Command. This situation did not last long. On January 24, 1946, an Order of the Supreme Commander of the Polish Army was issued. Under this order, the 2nd Assault Aviation Division was established with the following composition: – 4th PLSz – previously 2nd PNB “Kraków”. – 5. PLSz – previously 3. PLSz. – 6. PLSz – the hero of this article. – 7. PBN (Diving Bomber Regiment) in Łęczyca. Numbers 1, 2, 3, were assigned to Fighter Aviation Regiments. All these changes took place under Order No. 019/Org of the Supreme Commander of the Polish Army of January 22, 1946, and Order No. 08 of the Commander of the Polish Army Aviation of January 24, 1946. At that time, the commander of the 6th Regiment was Major Pilot Jan Raczkowski. Later Commander of Operational Aviation. However, the second half of the 40 years was a very difficult period for the Polish Nation. We were under increasingly strong Soviet domination. Many of our compatriots could not return to Poland, and those who did return were harassed, often imprisoned and often sentenced to death for alleged espionage. This fate did not spare Polish pilots fighting in the West. Soviet officers were rampant in Polish commands, and communists of Polish descent were equal to them. There were purges, surveillance, and coercion to join the communist party.
In July 1947, the 6th Regiment was relocated to Wrocław-Strachowice Airport. From May 1947 to July 1947, a flight of aircraft from the 6th PLSz supported the operations of the “Wisła” Operational Group in the Bieszczady Mountains. The flight of IŁ-2 aircraft was commanded by Lieutenant Pilot Kazimierz Czubkowski. The aircraft operated from the Jasionka Airport near Rzeszów. For his participation in the operation, the commander of the “Wisła” Operational Group, General Stefan Mossor, awarded Lieutenant Sergiusz Burow the Cross of Valour. We leave this paragraph without comment. In the 6th Regiment, the situation was bad when it comes to flying equipment. They were still using aircraft that had taken part in World War II. New aircraft were not delivered until February 1949, in the form of not the most modern designs of the Il-10 type and its Czechoslovak license B-33. Worse still, there was no view of modern equipment, because our new supervisor had not conducted any work on a modern attack aircraft with a turbojet engine. The state of flying equipment in the 6th Airborne Aviation Regiment as of September 1, 1949; 38 Il-2 m3 aircraft, 7 UIl-2 aircraft, 12 Il-10 aircraft, 7 Po-2 aircraft.
Changes at the beginning of the 1950s.
At the beginning of the 1950s, due to the war in Korea, there were significant changes in the structures of the air force. The air force expanded organizationally. New tactical units were created, including the 16th Assault Aviation Division. This was done by Order No. 070/Org. MON of July 11, 1950, and Order No. 0160/Org. of the Commander of the Air Force of September 1, 1950. On September 1, 1950, the Regiment officially received the name 6th Assault Aviation Regiment. In October 1952, the Regiment was relocated from Strachowice Airport to Piła. It was subordinated to the Command of the 16th Airborne Division in Piła. Ultimately, the 16th Airborne Division in Piła had three regiments in its composition; – 6th Airborne Division in Piła, – 53rd Airborne Division in Mirosławiec, – 51st Airborne Division in Piła.
No matter how you look at it, the 6th Air Force Regiment, as the most experienced due to its several years of existence and participation in World War II, was the leading Regiment in the Division. The first half of the 50 years was a period of turbulent development of aviation, but the equipment of attack aviation remained in the shadow. It was not until 1955 that the first turbojet-powered aircraft appeared in the attack aviation regiments. These were primarily MiG-15 / Lim-1 aircraft withdrawn from fighter aviation regiments. At the same time, the piston Il-10 (B-33) remained in service until 1959. The 6th Air Force Regiment was completely re-equipped with turbojet-powered aircraft in 1957. Basically, there were no typical attack aircraft, so the Regiment changed its character to fighter-attack. Since this applies to all attack regiments, the divisions also became fighter-attack.
Changes after 1957.
In 1957, there were major structural changes in the Polish Military Aviation. They began with the establishment of the Warsaw Pact. As a result, among others, the Operational Aviation was established, which during the “W” would become the Air Army. Without going into the complicated period of changes, let’s just say that all Fighter-Attack Aviation Divisions were placed under the management of the Operational Aviation, including the 16th DLM-Sz in Piła with its subordinate regiments. The second half of the 50 years was a time of intensive training of the regiment’s personnel. The lack of a specialized attack aircraft with turbojet propulsion was clearly felt. By the end of 1960, the regiment’s combat readiness and the training of individual officers had significantly increased. All soldiers from the flying staff already had the 1st or 2nd Pilot Class.
On December 2, 1960, the first expected Lim-5 M attack aircraft were delivered to the 6th Regiment. These were probably two machines, and their operation was to be trial. In May 1961, the 6th Regiment already had 11 Lim-5 M machines. There is a certain problem with the number of aircraft received, because two twin regiments used one airport; the 6th PLM-Sz and the 51st PLM-Sz. However, there is no doubt that 60 Lim-5 M machines were produced in WSK Mielec and all of them were transferred to fighter-attack aviation regiments. The Lim-5 M attack aircraft were produced and introduced to three regiments, or more precisely to three airports (Bydgoszcz, Piła, Goleniów), despite not completing all tests and flight tests. This was dictated by the high demand for this type of aircraft in Poland. However, during the first days of use, many design defects were detected in the units and several accidents and disasters occurred. Therefore, the right decision was made to withdraw the Lim-5 M aircraft from combat units and subject them to modifications. The regiment returned to training on Lim-2 aircraft and waited for new equipment. The modernized version of the Lim-6 attack aircraft was built in 40 copies, but it did not suit the army and was not accepted for service at all. Only the Lim-6 bis was successful and, as it turned out, it stayed in the Polish sky for many years. The previously built Lim-5 M and Lim-6 aircraft, in the total number of 100 machines, were brought to the Lim-6 bis standard and introduced into service. In the following years, about 60 Lim-5 P machines were adapted for attack purposes and received the designation Lim-6 M. In total, about 60-70 Lim-6 bis / 6 M aircraft were sent to the Piła airport by two regiments.
Known deliveries of Lim-6 bis aircraft to Piła airport;
No. No. / nb Date Notes
1 1J 04-02 / 402 04/08/1963 First production series aircraft, delivered to 51 PLMSZ
2 1J 04-03 / 403 04/08/1963 delivered to 51 PLMSZ
3 1J 04-04 / 404 04/08/1963 delivered to 51 PLMSZ
4 1J 04-01 / 410 04/08/1963 delivered to 51 PLMSZ
5 1J 04-16 / 416 04/08/1963 delivered to 51 PLMSZ
6 1J 04-18 / 418 04/08/1963 transferred to 51 PLMSZ
7 1J 04-19 / 419 04/08/1963 transferred to 51 PLMSZ
8 1J 04-20 / 420 04/08/1963 transferred to 51 PLMSZ
9 1J 04-21 / 421 04/08/1963 transferred to 51 PLMSZ
10 1J 04-22 / 422 04/08/1963 transferred to 51 PLMSZ
11 1J 04-23 / 423 04/29/1963 transferred to 51 PLMSZ
12 1J 04-24 / 424 04/29/1963 transferred to 51st PLMSZ
13 1J 04-26 / 426 04/29/1963 transferred to 51st PLMSZ
14 1J 04-28 / 428 04/29/1963 transferred to 51st PLMSZ
15 1J 04-32 / 432 04/29/1963 transferred to 51st PLMSZ
16 1J 04-06 / 406 05/25/1963 transferred to 51st PLMSZ
17 1J 04-33 / 433 05/25/1963 went to 51 PLMSZ
18 1J 04-34 / 434 25/05/1963 went to 51 PLMSZ
19 1J 04-35 / 435 25/05/1963 went to 51 PLMSZ
20 1J 04-39 / 439 25/05/1963 went to 51 PLMSZ
21 1J 04-40 / 440 25/05/1963 went to 51 PLMSZ
22 1J 05-11 / 511 14/11/1963 Second production series aircraft. went to 51 PLMSZ
23 1J 05-12 / 512 14/11/1963 transferred to 51st PLMSZ
24 1J 05-13 / 513 14.11.1963 transferred to 51st PLMSZ
25 1J 05-14 / 514 14.11.1963 transferred to 51st PLMSZ
26 1J 05-15 / 515 14.11.1963 transferred to 51st PLMSZ
27 1J 05-18 / 518 14.11.1963 transferred to 51st PLMSZ
28 1J 05-19 / 519 14.11.1963 transferred to 51st PLMSZ
29 1J 05-20 / 520 14.11.1963 transferred to 51 PLMSZ
30 1J 05-21 / 521 14.11.1963 transferred to 6 PLMSZ
31 1J 05-22 / 522 14.11.1963 transferred to 6 PLMSZ
32 1J 05-23 / 523 14.11.1963 transferred to 6 PLMSZ
33 1J 05-24 / 524 14.11.1963 transferred to 6 PLMSZ
34 1J 05-25 / 525 14.11.1963 transferred to 6 PLMSZ
35 1J 05-27 / 527 15.02.1964 transferred to 6 PLMSZ. In 2003, placed as a monument in Warsaw with the side number 1963.
36 1J 04-41 / 441 30.09.1969r. Additional copy Lim-6 bis. 30.09.1969r. went to 6 PLMSZ. It was previously an experimental CM 10-30.
The new equipment allowed for the introduction of new tactical elements to training. Among others, the relocation of regiments with landing on ground airports. Col. pilot Jan Głodek, the then commander of the 6th PLM-Sz, talks about the “Autumn Sky” exercises conducted in 1966:
“As part of the exercise, we were to move our squadron to an alternate airport near Zgorzelec. One of the airport construction battalions quickly brought a huge amount of equipment to the site. From the selected field, after removing the turf, an experimental landing area was built especially for us within 24 hours. I remember that I had great problems finding this airport, which was practically invisible from the air, and the only radio guidance station was set up directly at the airport, not on the extension of the runway, which also made landing difficult. I had practically no problems with landing. I calmly taxied to the side and after several dozen minutes I personally directed the landing of my pilots. Although the landings were smooth, it soon turned out that some of the planes got stuck in the soft ground during taxiing from the runway, so deep that their underwing tanks rested on the ground. We were already properly prepared for takeoff – it was to be observed by a group of prominent figures from the party leadership, the command of the Operational Aviation and senior officers of the Treaty of Lisbon. Warsaw. Our Lims took off on afterburning, with empty suspended tanks, raising huge amounts of dust. I remember that we landed in Powidz later, because a wave of storms unexpectedly passed over Poland. So many unexpected guests like us landed that we had problems finding parking positions for our Lims”.
Changes after 1967.
The next major reorganization in the Polish Air Force took place around 1967. We wrote “around” because such processes usually last a dozen or so months. From 1967, the 6th Regiment was again part of the 2nd Brandenburg Fighter-Attack Aviation Division.
The flight training was not limited to combat missions. The aircraft from the Piła Regiments were to take part in the air parade on the occasion of the 25th anniversary of the Polish People’s Republic (PRL), which was to take place over the Warsaw airport in Bemowo (Babice) on July 22, 1969. The Lim-6 aircraft, numbering 54 machines from the 51st PLM-Sz / 6th PLM-Sz in Piła and the 53rd PLM-Sz in Mirosławiec, were to form the formation of the “two swords of Grunwald”. The crews were to be assembled at the end of April 1969, at the airports in Piła and Mirosławiec. Around July 2, 1969, 60 aircraft were transferred to the airport in Sochaczew, so that the pilots could train in real conditions. Unfortunately, on the day of the parade over Warsaw, the weather conditions were very bad and the flight did not take place.
New aircraft. 1982.
The next organizational change occurred at the beginning of the 80s. On November 23, 1982, the unit was renamed the 6th PLM-B. At the end of the 70s, the need to replace equipment arose. Lim-6 aircraft no longer met the needs of our army. New equipment had to be introduced into service. Since the only market from which we could obtain new aircraft was the “big brother” (CCCP), the choice was small. The Soviets offered to buy MiG-23 BM aircraft or Su-22 M 3 aircraft. The latter aircraft was closer to Poland. Economically justified and continuing the line of Su-7, Su-20 aircraft, well known in Poland.
However, in 1982, the decision was not made by Poland. We were waiting for a better equipped aircraft, the Su-22 M 4. The difference was small, but significant. Not to go into details, it was about long-range navigation. In 1983, the Soviets agreed to export this version, and the Polish side placed an order for 80 Su-22 M 4 aircraft and 20 Su-22 UM 3 K aircraft, for two fighter-bomber regiments and two squadrons of the 7th BLR-B (Bomber-Reconnaissance Aviation Brigade). In 1986, 10 Su-22 M 4 aircraft were ordered to equip the third regiment (8th Regiment from Mirosławiec) with this type of aircraft instead of two squadrons of the 7th BLB-R (Su-20s remained in it). The airport in Piła, from 1982, began to be modernized to accept new technology. The runway was renovated and widened. The taxiways and the central parking area of aircraft (CPPS) were renovated. New dispersal zones with shelters and hangars were built. A new MPS warehouse and facilities for radio-technical equipment were built.
In 1984, the completion of a group of pilots and technicians intended for training on Su-22 aircraft began. In April 1984, a group of these soldiers was sent to Krasnodar, where theoretical and practical training was conducted. The soldiers returned to Poland in July 1984.
The airport in Powidz was prepared to accept new aircraft. In the period August – October 1984, the first 13 aircraft arrived in Powidz on board Il-76 and An-12/22 aircraft. These were 7 Su-22 M 4 machines (nb 3005, 3212, 3213, 3908-3911) and 6 combat-training Su-22 UM 3 K (104, 305-308, 509). All became part of the 6th PLM-B in Piła, in August 1985, the 40th PLM-B from Świdwin received its first Su-22, and in May 1986, the third squadron of the 7th PLB-R (bomber-reconnaissance aviation regiment) from Powidz (initially this squadron was to be part of the 8th PLM-B in Mirosławiec).
The delivered aircraft were brand new and in crates. They were assembled by the Soviets themselves and they also performed the aircraft flights. The Soviet factory group was headed by Alexander Kaczegarov. Only after the flights were the aircraft handed over to the Polish side. Captain Andrzej Rujner, who had a power of attorney from the Minister of Foreign Trade, was responsible for the acceptance of the aircraft by the Polish Army. The Soviets probably flew the first Polish Su-22 M 4 in Powidz on 5.05.1984. The technical life of the Polish Su-22 in peacetime was 20-25 years. Some of the first pilots were; Major Pilot Bogdan Likus, Jan Kania and Zenon Jankowski (the Polish cosmonaut’s understudy). 6 PLM-B, waiting for its new aircraft, flew Lim-6 bis aircraft until 30.04.1984. After that time, these aircraft began to be transferred to the 45th PLSzk-Boj in Babimost.
On November 13, 1984, 11 Su-22 aircraft began to be transferred to Piła. The first to land at the home airport was Major Pilot Bogdan Likus on Su-22 M 4 no. 3005. As a curiosity, it should be noted that this aircraft was the last Su-22 to leave the Piła airport after the unit was disbanded, meaning it served from beginning to end. From the available information, Lieutenant Colonel Pilot Bogdan Likus was the only pilot to fly all types of aircraft from the Sukhoi office operated in Poland (Su-7 / 20 / 22).
After the Regiment accepted all the 23 series aircraft, a group of technicians returned to Piła, where the acceptance process continued. The acceptance of the aircraft was completed in mid-1985, when the entire equipment was completed. A total of 34 Su-22 M 4 and Su-22 UM 3 K machines were accepted. The aircraft were assigned to three squadrons.
In 1985, the 6th Regiment began intensive training of its own Regiment’s pilots and also the pilots of the 40th PLM-B from Świdwin. The aircraft were also presented to the personnel of the 8th PLM-B from Mirosławiec, who were waiting for their new aircraft. Flights were made over the training ground, at low altitude and in formations. The Polish pilots quickly mastered the piloting technique and already in the first months of operation performed take-offs and landings on the DOL. Combat training was conducted on the training ground in Nadarzyce and on the naval training ground near Ustka. Of particular importance was training using the new, previously unused in the Polish Army, guided weapons of the p-z class (air-to-ground, air-to-water, and according to the changed nomenclature air-to-surface). Already in 1986, the 6th Regiment achieved operational readiness. In 1987, a flight of Su-22 aircraft took part in the “Opal-87” Exercises. Su-22 aircraft were presented in Rzeszów and Dęblin in the 1980s.
The final rearmament process ended in 1990, when the 6th Regiment achieved the ability to operate the new equipment in all weather conditions, and all pilots achieved Class I or Master Class.
There were also problems with the operation of the new aircraft. There was a large failure rate of the avionics, which was caused by the high humidity present in the new shelters. The high noise caused by the aircraft was bothersome for the residents of the city located very close by. To remedy this, a noise barrier was created.
In 1994, the 6th Regiment celebrated the 50th anniversary of its establishment. The regiment still remained part of the 2nd Fighter-Bomber Aviation Division. The 6th PLM-B was one of the best in the country, as evidenced by the awards granted by the Minister of National Defence in the period 1988-1991. In 1993, the 6th Regiment won the Air Force and Air Defence Cup for the performance of safe training.
The Regiment took part in many air shows for the general public; Air Show Poznań in 1989 and 1991, Dęblin in 1995, Bydgoszcz in 1996. The unit was often visited by military delegations from abroad; the Minister of Defence of Austria in 1988, Dutch officers as part of the inspection of the Conference on Security and Co-operation in Europe (CSCE) and in 1993, Canadian Air Force officers. In 1997, the 6th Regiment took part in Polish-American exercises called “Orli Szpon” from the 7th PLB-R airfield in Powidz.
Su-22 aircraft in Piła:
Type Nb / No. Date Notes
1 U 104 / 66104 October 1984 First delivery. Used in 6th PLM-B in Piła. On 20.12.1989 During a night landing at the airport in Piła, due to excessive descent caused by pilot errors, the plane clipped the treetops. Thanks to sufficient speed, the pilots lifted the machine up and managed to eject to a height of approx. 60 m. The plane fell a few hundred meters from the Piła-Wałcz road. It exploded and burned to the ground. The pilots ejected successfully. First crash of the two-seater version.
2 U 305 / 66305 October 1984 First delivery. Used in 6 PLM-B in Piła, until 1998 until disbanded, and later 8 ELT in Mirosławiec. Still operational in 2007.
3 U 306 / 66306 October 1984 First delivery. Used in 6 PLM-B in Piła, until dismantled in 1998. Out of service around 2005.
4 U 307 / 66307 October 1984 First delivery. Used in 6 PLM-B in Piła, until dismantled in 1998. Out of service around 2005.
5 U 308 / 66308 October 1984 First delivery. Used in 6 PLM-B in Piła, until dismantled in 2000. Out of service around 2005.
6 U 509 / 66509 October 1984 First delivery. Used in 6 PLM-B in Piła, until disbanded. And later in 8 ELT in Mirosławiec. In 2007 still active in 40 ELT in Świdwin.
1 M 3005 / 23005 October 1984 First delivery. First Su-22 aircraft received by Poland. First flight from Powidz to Piła was performed by Lt. Col. Bogdan Likus. Used in 6 PLM-B in Piła, until disbanded in 2000, and later in 8 ELT in Mirosławiec. Underwent major overhaul in 1994. In 2007 it was transferred to the museum in Czyżyny.
2 M 3212 / 23212 October 1984 First delivery. Used by 6 PLM-B in Piła, until disbanded in 2000, and later by 8 ELT in Mirosławiec. After completing its service (2005), it went to a museum in Estonia.
3 M 3213 / 23213 October 1984. First delivery. Used by 6 PLM-B in Piła, until disbanded in 2000, and later by 8 ELT in Mirosławiec. Major overhaul in 1992. Out of service in 2002.
4 M 3304 / 23304 1985 Out of service in 2005.
5 M 3617 / 23617 1985 Out of service in 2005.
6 M 3619 / 23619 1985. Used in 6 PLMB in Piła. On 04.06.1993 during takeoff, the engine failed and shut down. The pilot successfully ejected at a height of 20 meters. After this incident, he returned to flying. The aircraft burned down after hitting the ground. The cause of the failure was improper maintenance.
7 M 3908 / 23908 October 1984. First delivery. Used in 6 PLM-B in Piła. Then in 8 PLM-B in Mirosławiec. Major overhaul in 1997. Out of service in 2007.
8 M 3909 / 23909 October 1984. First delivery. Used in 6 PLM-B in Piła. In 2005. out of service.
9 M 3910 / 23910 October 1984 6 PLM-B in Piła.
10 M 3901 / 23901 October 1984 First delivery. Used 6 PLM-B in Piła. Out of service in 2005.
11 M 3911 / 23911 October 1984 First delivery. Used 6 PLM-B in Piła, and then 8 ELT in Mrosławiec. Major overhaul in 1993. Out of service in 2005.
12 M 4602 / 24602 1985 Used in 6 PLMB in Piła. On 17.05.1989 or 18.05.1989. at 757. Pilot Lieutenant Jacek Gabryś – died. Task: training flight before an individual low-altitude piloting demonstration at DZWA. The demonstration was organized for the then Prime Minister of Poland. Circumstances of the disaster: The pilot was training before an individual low-altitude and low-altitude piloting demonstration. Caused the critical angles of attack to be exceeded in a deep turn at low altitude, stalled the aircraft and collided with the ground at a distance of 480 m from the fence of the airport in Piła. He did not attempt to eject and died. The aircraft burned to the ground. Cause: The direct causes of the disaster were a piloting error and organizational negligence.
13 M 4603 / 24603 1985. Used in 6 PLM-B in Piła, and after its disbandment in 8 ELT in Mirosławiec. Inactive in 2005.
14 M 4610 / 24610 1985. Used in 6 PLM-B in Piła. On 25 or 26.07.1995 at 0833 during a bomb drop at the Nadarzyce training ground, it exploded prematurely and the pilot, Major Jerzy Stramek, was killed. Task: Test flight to the Nadarzyce training ground as part of the delivery and acceptance tests of a test batch of bombs. Circumstances of the crash: The crash occurred during a test flight on a Su-22 M 4 aircraft at the Nadarzyce training ground. The pilot was to perform a cutting flight drop of six aerial bombs with new type fuses, a salvo of two bombs. In the first incident, the pilot dropped two bombs from a height of about 40 m. After dropping the bombs in the second incident, 1.2 s after the drop, the bomb on the left side unexpectedly exploded under the fuselage of the aircraft, at a distance of 18 m from the fuselage, at the moment of opening the braking parachute. The aircraft found itself in the so-called zero explosion zone, was violently hit by shrapnel, heat and shock waves. Fuel leaking from the leaky tanks ignited. After 5 s from the moment of explosion, the aircraft collided with the ground and exploded. Cause: The cause of the disaster was the premature explosion of one of the bombs in the air, shortly after they were dropped in a low-flying flight. The explosion was caused by a design defect of the bomb. The aircraft, hit by shrapnel and heat and shock waves of the explosion, lost control and caught fire.
15 M 4710 / 24710 1985r. Inactive in 2005.
16 M 7307 / 27307 1986 Used in 6 PLM-B in Piła, and after its disbandment in 2000 in 8 ELT in Mirosławiec. Major overhaul in 1994. Inactive in 2006.
17 M 7411 / 27411 1986 Used in 6 PLM-B in Piła, and after its disbandment in 2000 in 7 ELT in Powidz. Active in 2007.
18 M 7920 / 27920 1986 Inactive in 2006.
19 M 9204 / 29204 1987. Used in 6 PLM-B in Piła, and after its dissolution in 7 ELT in Powidz. In 1996 major overhaul. In 2007 operational.
20 M 9514 / 29514 1986 On 9.08.1986 Su-22 M 4 nb 9514 no. 29514. Pilot survived by ejection. Probably the first use of the K-36 ejection seat in Poland. First loss of the machine.
21 M 1986 In 2007 inactive.
22 M 1986 In 2007 inactive.
23 M 1986 In 2007 inactive.
24 M 1987 In 2007 inactive.
25 M 1986. In 2007. Inactive.
26 M 1986. Inactive.
27 M 1986. Inactive.
28 M 1986. Inactive.
Disbandment of the 6th PLM-B in Piła.
The difficult economic situation of Poland for the past 90 years, the lack of prospects for new equipment, forces the Ministry of National Defense to another reorganization of the Air Force and Air Defense to reduce the number of aviation units and a decision is made to disband the unit in Piła. The Regiment performed its last flights at the end of 1997, and by March 1998, all Su-22 aircraft were transferred to; 7th PLB-R in Powidz, 8th PLM-B in Mirosławiec and 40th PLM-B in Świdwin. Finally, the 6th PLM-B ceased to exist on December 31, 1998. The 6th PLM-B from Piła continued the tradition of the 6th PLM-B, established on January 1, 2000.
Names of the Regiment;
6th Assault Aviation Regiment – from 12.10.1944 to 6.06.1945
6th Assault Aviation Regiment – from 7.06.1945 to 31.08.1950
6th Assault Aviation Regiment – from 1.09.1950 to 1957
6th Assault Aviation Regiment – from 1952, stationed until disbanded in Piła.
6th Fighter-Assault Aviation Regiment – from 1957 to 23.11.1982
6th Fighter-Bomber Aviation Regiment – from 24.11.1982, until disbanded.
Aircraft used in the Regiment;
Ilyushin Il-2, – Ilyushin Uil-2, – Ilyushin Il-10, B-33 (Czechoslovak version of the Il-10), – Polikarpov Po-2, CSS-13 (Polish version), – Mikoyan MiG-15, – WSK Lim-1 (Polish version of the MiG-15), – WSK Lim-5 M, – WSK Lim-6 bis, – Sukhoi Su-22 M 4 K / UM 3 K, – WSK TS-11 Iskra, – Transport An-2, – Mi-2 helicopters.
The airport in Piła.
The airport in Piła is one of the oldest facilities of this type in the world. It has existed since 1913. After the end of World War II, the airport was taken over by the Soviets. From the available information, it is known that nothing was done there. On the contrary, the airport was reduced to a landing field and fell into greater and greater ruin. It is not known when the Soviets returned the facility to the Poles. The real history of the airport began with the appearance of the 6th Air Force Regiment there in 1952. The runway was renovated and the necessary infrastructure was built. In 1952, the first Lim-1 turbojet aircraft landed at the airport. The next major reconstruction of the airport took place in the first half of the 80s, when preparations were made to receive Su-22 aircraft. The runway was reinforced and extended to 2,600 m. A central parking area for 26 combat aircraft was built. A new Pilot’s House, new barracks and administrative buildings. Two MPS depots (propellants and lubricants) were built. Many shelters-hangars were built. New Field Aviation Plants were organized.
The airport in Piła has coordinates 53.10 N 16.42 E. It is located 79 m above sea level. The main runway measures 2,600 m x 60 m. The runway orientation is 03/21. It has a concrete-asphalt surface.
The emblem of the 6.PLM-B squadrons was a winged tiger cub holding a chessboard in its paw. The authors of the emblem were warrant officers Sławomir Wolsztyniak and Wojciech Osiński, which was borrowed from the American Volunteer Group fighting in China during World War II, called the Flying Tigers. The first tiger cub appeared on the Su-22 M 4 aircraft with side number 3005 in 1990. The little tiger was accepted by the then commander of the 6 PLM-B, Lt. Col. Pilot Zenon Smutniak. The individual emblems differed from each other, among others, in the stripes on the tiger’s body, the checkerboard arrangement and the colour of the wings. The 1st Squadron had pink wings, while the 3rd Squadron had blue wings. Sometimes, some tigers had white wings, which was caused by the technicians running out of pink paint and painting them with white paint. On one of the Su-22 M 4 aircraft, the regimental emblem appeared, designed by Warrant Officer Wolsztyniak, depicting a stylised number “6” topped with the silhouette of the Su-22 aircraft, against the background of which there was an eagle with spread wings holding the number “3” in its talons (this aircraft was flown by the then commander Lt. Col. Pilot Zenon Smutniak).
Written by Karol Placha Hetman