Iliuszyn Ił-28. History. 1952

Kraków 2007-05-10

105b Section 1952-10-31. Iliuszyn Ił-28.

The Ilyushin Il-28 was a bomber, trainer, reconnaissance, target tug, WRe (radio-electronic warfare). It was used in Poland from October 31, 1952, until the end of the 70s of the 20th century.

Bomber planes with turbojet propulsion for Poland.

In Poland, the years 1944-1948 are characterized by the consolidation of Soviet rule. And it was probably 1949 that made us realize that we had to forget about a sovereign state for a while. Everything in Poland was organized in the Soviet style. The “Seven-Year Development Plan for the Polish Army for 1949-1955” was introduced for implementation. The plan was realistic and within the capabilities of a country devastated by war.

However, history likes to play tricks and makes difficult matters even more difficult. In 1950, many thousands of kilometers from Poland, war broke out in Korea. Initially, it did not have much significance for Poland. However, the rapid escalation of military operations had a decisive influence on the development of events on the East-West line. World War III hung in the balance.

In this situation, the Kremlin decided to arm the allied armies, including Poland, with new technology and ordered the expansion of structures to a size exceeding the capabilities of our country. The implementation of the “Seven-Year Development Plan of the Polish Army for the years 1949-1955” was disrupted. In February 1951, a modified “Plan of Organizational Intentions for the years 1951-1952” was implemented, assuming, among other things, a dynamic quantitative growth of the Air Force, which was to form another 25 air regiments from scratch.

One of the points was the development of bomber aviation and the introduction of turbojet aircraft into service. The legal basis for the implementation of the plan was the Directive No. 00020 issued by the Ministry of National Defense on February 21, 1951, on the basis of which the Order of the Ministry of National Defense No. 0036/Org. of April 7, 1951 was developed, ordering the Commander of the Air Force to form the 15th DLB (Bomber Aviation Division) at the Malbork airport by August 1, 1951, consisting of: the 7th and 33rd Bomber Aviation Regiment, the 68th Signal Company and the 48th Mobile Aviation Repair Workshops. The basic aircraft was to be the Tu-2 piston-powered bomber. The choice of Malbork as a base was not accidental. In the realities of the time, it provided the most convenient position for conducting an attack in the north-west direction, which was in line with the Kremlin’s plans.

Two bomber aviation regiments were not enough. The implementation of the “Plan of organizational intentions for the years 1951-1952” resulted in the development of the MON order no. 0096/Org of December 11, 1951, by virtue of which the Minister of National Defense ordered the Commander of the Air Force to introduce a new organization of the 15th DLB, enlarged by the new 35th Bomber Aviation Regiment. The new regiment was to be formed by December 1, 1952, at the Inowrocław airport. The main executor of the order to form the 35th PLB was the commander of the 15th DLB (Bomber Aviation Division).

At that time, the decision was made to purchase Il-28 bomber aircraft with turbojet propulsion. The first preparations were made in the division. The first analyses showed that Il-28 jet aircraft could only be used from airports of an appropriate standard. The Malbork airport did not meet these requirements, mainly due to the lack of a suitable concrete runway and taxiways. In this situation, on April 3–4, 1952, the entire 15th DLB was relocated to the new airport in Bydgoszcz. This airport had a concrete runway and taxiways. It was larger and had better facilities. It was perfectly suited to receive the new type of bombers.

Il-28 in the Polish Army. 1952.

Throughout 1952, intensive preparations were made at the 15th DLB at the Bydgoszcz airport to adopt new technology in the form of Il-28 bombers. Bydgoszcz became the central base for rearming and retraining the bomber aviation.

In the autumn of 1952, theoretical training of the designated flying and technical personnel began. On 31.10.1952, the first batch of 8 Il-28 bomber jets landed at the Bydgoszcz airport. At the same time, a group of Soviet instructors was brought in from units based in the GDR and from the CCCP.

The Il-28 aircraft were brand new. They were left in the colour of natural duralumin. Checkerboards were applied to the vertical tail, the rear part of the fuselage and the wings. The side numbers were painted in accordance with Soviet standards. The aircraft received consecutive numbers, unrelated to the serial numbers. Thus; 7 PLB – numbers from 1 to 20, 33 PLB – from 21 to 40, 35 PLM – (since 1954, when it began accepting Il-28 aircraft) from 40 to 60. Most importantly, the numbers were in different colors, depending on the affiliation to a given regiment. Thus; 7 PLB had red side numbers, 33 PLB – in blue, 35 PLB – in dark yellow with a navy blue border. Anticipating the facts, we would like to point out that over the years, as aircraft were transferred to other units (21st SPLR – independent reconnaissance aviation regiment, 15th SELR MW – independent naval reconnaissance aviation squadron, OSL-4 in Dęblin, 19th LEH – towing aviation squadron), the principle of ordered numbers in squadrons was abandoned. For example, in 35th PLB, subsequent tactical numbers from the series “60”, “70” and “80” were introduced. UIł-28 training aircraft also received subsequent ordinal numbers preceded by the letter S, while reconnaissance Ił-28 R aircraft received subsequent ordinal numbers preceded by a zero. Of course, there were exceptions.

In order to ensure proper training of Polish personnel, on 11.12.1952, the first training and combat UIł-28 (factory number 64204) landed at the Bydgoszcz airport. In addition, 6 more Il-28 combat aircraft were delivered. In total, by the end of 1952, the 15th DLB had 14 combat Il-28s and 1 UIł-28 aircraft. On 4 April 1952, the 7th PLB and 33rd PLB were relocated to the Bydgoszcz airport.

In 1952, intensive work was also undertaken on forming the third, subsequent bomber aviation regiment, the 35th PLB. After arriving from Malbork to Bydgoszcz, its cadre began receiving assignments. By organizational order no. 0105 of 18.08.1952, the division commander established the command of the 35th PLB in the following composition: Captain pilot Kazimierz Wierzbicki – regiment commander. Captain Stanisław Zdun – deputy regiment commander for political and educational matters. Captain Stanisław Cichocki – regimental chief of staff. Captain pilot Julian Paździor – assistant to the regiment commander for piloting. Captain Danił Popow – senior regimental engineer, Muscovite. Lt. Bronisław Płachta – senior regiment navigator. Lt. Józef Pomianowski – regiment operations officer. 2nd Lt. Tadeusz Hinc – regiment communications chief. 2nd Lt. Stanisław Garbowski – head of the regiment’s air gunnery. 2nd Lt. Janusz Nowakowski – reconnaissance officer. 2nd Lt. Czesław Pałasz – personnel officer. 2nd Lt. Jan Kotecki – senior regiment doctor. Sergeant Henryk Szykowski – head of the secret chancellery.

The squadrons included: 1st Air Squadron: Capt. Pilot Zygmunt Michnowski – commander. 2nd Lt. Marian Sikorski – squadron chief of staff. Lieutenant navigator Zygmunt Gumiński – squadron navigator. Lieutenant Ludwik Kozłowski – squadron engineer. Warrant Officer Władysław Sucharzewski – squadron communications officer. 2nd Air Squadron: 2nd Lt. Janusz Nowakowski – squadron chief of staff. 2nd Lt. Navigator Henryk Droździk – squadron navigator. Warrant Officer Stefan Ziomek – squadron communications officer.

Until the end of September 1952, the above-mentioned composition carried out the main task of forming and expanding the structures and personnel of the regiment. On October 1, 1952, the commander of the 35th PLB issued the first regimental order, which reads: I order the 35th PLB to be redeployed in two flights from the Bydgoszcz airport junction to the Inowrocław airport junction. The date for the redeployment of the ground flights (railway and vehicle) was set for October 5, 1952. Lieutenant Józef Pomianowski was appointed commander of the railway flight. Second Lieutenant Wojciechowski commanded the vehicle transport. In the combat flight, 9 aircraft were redeployed by air, including: seven Pe-2 FT bombers, one UPe-2 combat trainer and one Po-2 trainer.

These documents show that the 35th PLB took over all of the division’s piston bombers, while the modern Il-28s were taken over by the 7th PLB and the 33rd PLB. Along with the acceptance of the first Il-28 and UIl-28 jet aircraft by the 15th DLB units, another batch of piston aircraft was transferred from the 7th and 33rd PLB to the 35th PLB: three Tu-2s, three Pe-2 FTs, one UPe-2 and one Po-2. In this way, the 35th PLB’s account increased to 17 aircraft, including: 13 combat, 2 combat training and 2 training.

The location of the 35th PLB in Inowrocław was a deliberate solution. Although the airport only had a grassy take-off field, this did not interfere with the operation of piston bombers. In the autumn, the personnel of individual elements of the regiment continued to be supplemented. Captain Eugeniusz Wielkoszewski was appointed commander of the 2nd Air Squadron, Lieutenant Edmund Maciejewski assumed the duties of the 2nd Air Squadron engineer, while Captain Navigator Michał Procek became the senior navigator of the regiment.

1953. The beginning of 1953 was an intensive period of training on the new equipment. Training was carried out quickly and without major disruptions. More Il-28 aircraft arrived in Bydgoszcz. Pilots of the new bombers were usually pilots of Pe-2 or Tu-2 bombers. Interestingly, despite the completely different drive, retraining did not pose any major problems. Usually after a few flights on the UIl-28 version, the pilot was able to fly solo.

At the beginning of February 1953, the command of the 35th PLB received its first task – securing exercises at the Mrzeżyno training ground. The task involved cooperation with anti-aircraft artillery. The designated crews were to tow the sleeves, at which the training air defense units would shoot. The regiment commander designated two crews to secure the shooting: The first crew: Lt. Pilot Zdzisław Szczucki as the commander of the “Świdwin” group, Lt. Navigator Marian Szulc as the group’s navigator and gunner-radio operator, Warrant Officer Stefan Ziomek – in the role of the group’s communications chief. The second crew: 2nd Lt. Pilot Starzyński as the group’s deputy for political affairs, Warrant Officer Chwostek – navigator and Corporal Barczak as gunner-radio operator. 2nd Lt. Zygmunt Pawlaczyk was designated as the group’s technician.

The crews flew from Inowrocław airport to Świdwin airport, where they stayed from 1.02.1953 to 31.03.1953.

The Air Force Command began to consider moving the 7th PLB to a permanent base in the north of the country, but after the hijacking of a MiG-15 bis aircraft from Słupsk to the island of Bornholm (and two months later another MiG-15 bis), a decision was made to leave the modern Il-28s inland. The main forces of the 15th DLB in the form of the 7th PLB and 33rd PLB were relocated on 8.04.1953, from Bydgoszcz to Warsaw (Bemowo). Bydgoszcz remained the central base of Il-28 bombers.

At the beginning of May 1953, the command of the 35th PLB was again tasked with securing anti-aircraft artillery shooting exercises at the Mrzeżyno and Ustka training grounds. Two crews were assigned to tow the sleeves over the Mrzeżyno training ground and one crew to the Ustka training ground. The crews securing the shooting over the Mrzeżyno training ground were composed of: First crew: Capt. Pilot Eugeniusz Wielkoszewski – commander of the group at the Świdwin airport, Lieutenant Navigator Marian Szulc, Warrant Officer Stefan Ziomek – head of communications; Second crew: Lieutenant Pilot Leon Jędrzejczyk, Second Lieutenant Navigator Kokot, Gunner-Radio Operator Jaworowski. On the other hand, one crew was to be deployed to the Wicko Morskie airport, consisting of: Second Lieutenant Pilot Starzyński, Second Lieutenant Navigator Szczerba and Gunner-Radio Operator Platoon Biszof. The following were designated as technicians of the individual groups: at the Świdwin airport – Second Lieutenant Michałek, in Wicko Morskie – Second Lieutenant Henryk Ciężki. These crews were to carry out their tasks from 15.05.1953 to 15.08.1953.

Another task related to tactical and operational training was the participation of the regiment crew in a Tu-2 aircraft in an exercise for the benefit of the 5th DLM OPL stationed at the Warsaw Bemowo (Babice) airport. The crew, consisting of 2nd Lt. pilot Zygmunt Michnowski, 2nd Lt. navigator Bernard Gabis and gunner-radio operator 2nd Lt. Władysław Sucharzewski, performed mock flights for the training fighters of the division between 15 and 30.06.1953.

As part of improving the dislocation of aviation units, in accordance with the order of the Commander of the WL on 11–16.09.1953, the regiment (35 PLB) was to relocate to the Przasnysz airport. This airport facility also has a grass take-off field, and its infrastructure was very modest for the needs of the bomber regiment.

After reporting on the readiness to receive the regiment at the new airport, on 11.09.1953, at 7:00 a.m., the commander of the regiment, Major Pilot K. Wierzbicki, took off from the Inowrocław airport as the leader of the first airlift. The following took off in the following order: at 7:30 a.m. – two Po-2 aircraft, at 7:35 a.m. a flight led by Captain Eugeniusz Wilkoszewski, five minutes later a flight led by Lieutenant Zdzisław Szczucki and, last of all (at 7:38 a.m.), the crews returned to the Inowrocław airport in a Li-2 transport aircraft to conduct the second airlift. At 12:09 p.m., the crews began taking off in the same order as before. The 1st wheeled echelon will set off from Inowrocław in the morning of 11.09.1953, and the 2nd – on 13.09.1953, after the remaining forces and resources of the regiment have been rolled up.

By mid-September 1953, the regiment (35 PLB) was ready to operate in the new location. The first undertaking was to prepare personnel and equipment for operation in winter conditions.

Similar changes occurred in 7 PLB and 33 PLB. It was decided that the place where these regiments with modern Il-28 aircraft would be stationed would be Modlin. Exactly half a year later, on 8.10.1953, both regiments were relocated to Modlin airport.

During this period, a competition for the title of the leading crew was initiated in military aviation. The 1953 League of Friends of Soldiers’ Touring Pennant was won by the crew of the 35th Airborne Battalion commanded by Captain Pilot Eugeniusz Waszyrowski, in the following composition: Lieutenant Navigator Bernard Gabis, Gunner-Radio Operator Lieutenant Władysław Sucharzewski, Aircraft Technician Warrant Officer Bojarski, and mechanics: Sergeant Łobaczewski and Corporal Janos, Corporal Wiatrak, and Corporal Petryka.

1953 was characterized by very intensive training of all crews of the 15th Airborne Battalion. This is evidenced by the number of flying hours. For example, the 35th Airborne Battalion achieved an airborne flight time of 922.41 hours, including: in combat aircraft – 550.39 hours; in training-combat aircraft – 60.53 hours; in training aircraft – 311.09 hours.

1954. The beginning of 1954, for the 15th DLB and its piston aircraft gathered in the 35th PLB, was very typical. In the period 8.02.–25.03.1954, the regiment commander assigned two crews to tow jetways over the Mrzeżyno training ground. The duties of the group commander were entrusted to Lt. Pilot Zdzisław Szczucki. The Świdwin airport was designated as the grouping site. Similar tasks were carried out in the summer period 10.05.–20.08.1954. Again, two crews under the command of Lt. Pilot Zdzisław Szczucki and Lt. L. Jędrzejczyk towed air targets over the Mrzeżyno training ground.

Meanwhile, the crews of the Il-28 aircraft gathered at the Modlin airport continued training in individual and group day flights and bombing.

On 10.05.1954, the 35th PLB farewelled the senior engineer of the regiment, Maj. Danil Popov – a Soviet officer who had been ordered to return to the CCCP. I mention this fact only to make the reader aware of the deep surveillance of the Polish army even in the 50s.

Already in the spring of 1954, a decision was made to make the first public display of Il-28 aircraft in flight. This took place on 22.07.1954, during a parade over Katowice (at that time called Stalinogród). The parade was attended by crews from 7th PLB and 33rd PLB in Il-28 aircraft. These aircraft were preceded by the commander of 35th PLB, Maj. pilot Kazimierz Wierzbicki in a Tu-2 aircraft.

In mid-1954, the time came to train the last regiment of the 15th DLB, i.e. the 35th PLB, for the new Il-28 bombers. In accordance with the order of the WL Commander in connection with the start of training for the new equipment, the 35th PLB was to relocate from Przasnysz to Modlin airport on 20–22.05.1954. Since the regiment was to receive Il-28 jets in Modlin, the Pe-2 FTs in its possession were left at the Przasnysz airport and designated for scrapping. Two crews, who were at the training ground in Świdwin, flew Tu-2s (tact number 05, 08), which were handed over to the forming towing unit on 11.06.1954 (order of the Chief of the General Staff of the Polish Army no. 0138/Org.). Thus, only the three remaining CSS-13 planes were airlifted to Modlin.

By the end of May 1954, the regiment’s personnel were preparing a barracks and training base at the Modlin airport. The necessary offices and lecture halls were prepared from scratch in a short time, and they were equipped with literature, equipment and other training aids. By the end of May 1954, the Science Department was put into operation, which turned out to be the best facility of its kind in the entire division. At the same time, the flight and technical personnel were selected and qualified for training on the Il-28 jets. Due to the change in the staff and the rearmament of the regiment, there was a change in the position of commander of the 35th PLB. On 25.06.1954, Maj. Pilot Kazimierz Wierzbicki resigned from his duties, and Captain Dipl. Pilot Józef Ostrowski, who had just returned from graduating from the Air Force Academy in Monino, took over.

According to the developed schedule, in the period June-August 1954, the designated personnel underwent theoretical training. On 6.06.1954, the first two Il-28s were accepted into the 35th PLB, which were intensively used for theoretical training. After completing the three-month theoretical course, practical training in the air began.

On 25.09.1954, the first crew of the 35th PLB, under the command of Maj. Pilot Józef Ostrowski, performed a solo flight in an Il-28.

On 15.10.1954, the regiment had: 21 aircraft of various types, including: 15 Il-28 bombers, 3 UIl-28 combat training aircraft and three CSS-13 training aircraft. In mid-October 1954, the 35th PLB began preparing jet equipment for winter operation for the first time.

Until the end of 1954, the 35th PLB conducted intensive training in the air, achieving an increasingly higher level. Four pilots were trained: Lieutenant Józef Cholewa, Second Lieutenant Feliks Kostka, Second Lieutenant Szczerbetko and Second Lieutenant Edmund Szczygieł. Two crews were trained to the flight level in the flight: Major Józef Ostrowski and Captain Zdzisław Szczucki. Six pilots were permitted to fly circuits on combat training UIł-28s.

1954 also ended with a large flight time for the 15th DLB, mainly on Ił-28s. For example, the 35th PLB achieved a flight time of 615.25 hours, including: 273.54 hours on combat aircraft, 118.58 hours on combat training aircraft and 265.33 hours on training aircraft. During the annual briefing in the division, the results of the competition were announced; 1st place 7 PLB, 2nd place 35 PLB, 3rd place 33 PLB.

1955. 1955 saw further significant changes in the Polish Bomber Aviation. The main reason for this was the introduction of the third (and last) version of the aircraft, the Il-28 R, and the introduction of Il-28 bombers to naval aviation. But let’s start from the beginning.

15th Bomber Aviation Division. 1955.

1955 began with personnel changes to secure future tasks both in the division and in other units intended to operate Il-28 aircraft. For example, the following personnel changes were introduced in the 35th Bomber Aviation Division: Regiment Commander – Maj. Dipl. Pilot Józef Ostrowski. Deputy Regiment Commander for Political and Educational Affairs – Capt. Kazimierz Nowicki. Regiment Chief of Staff – Maj. Stanisław Brodziński. Assistant Regiment Commander for Piloting – Capt. Pilot Zdzisław Szczucki. Assistant to the regiment commander for navigation and bombing – Maj. Michał Procek. Chief of air gunnery – Lieutenant Navigator Henryk Rozenek. Assistant to the regiment commander for operations – Capt. Kazimierz Żelazkiewicz. Commander of the 1st Air Squadron – Capt. Pilot Józef Czernecki. Commander of the 2nd Air Squadron – Capt. Pilot Leon Jędrzejczyk.

The 35th PLB continued to perform tasks of securing anti-aircraft artillery shooting at the Mrzeżyno training ground. But this time, for the first time, using Il-28 aircraft. From May 1955, two crews were sent to the airport in Świdwin for this task.

On 9.06.1955, a batch of 6 Il-28 aircraft (factory no.: 56701, 56710, 56716, 56721, 56724, 56735) landed at the Modlin airport. These aircraft were transferred to the 35th PLB. In this way, the regiment reached its full staff strength – 20 Il-28 aircraft.

In mid-June 1955, the division commander received an order to present the Il-28 aircraft for a parade over Warsaw on 22.07.1955. The Il-28 aircraft were to be demonstrated in three groups. The first group was to be provided by 7 PLB (15 Il-28 aircraft), the second by 33 PLB, the third by 35 PLB (9 Il-28 aircraft) together with 21 SPLR (independent reconnaissance aviation regiment, 6 Il-28 aircraft). Training was initially conducted in flight formations, later in the group of the entire bomber throw.

The parade crews took off and landed at Modlin Airport, and the take-off order was as follows: The parade leader accompanied by two fighters. A column of aircraft led by Major A. Kwiatkowski. A column of aircraft led by Major J. Wójcik. A column of aircraft led by Major J. Ostrowski.

In the morning of 22.07.1955, the aircraft were lined up at the airport in the order they were to take off. The next crews took off systematically every 30 seconds, and after gathering in the air, they went to the designated route. On the first section: Modlin-Gąbin, the entire column of the division was formed, and after a 180-degree turn, they returned to Modlin, where they performed a maneuver onto the combat route and from Nasielsk along the combat route to Warsaw. The flight over the honorary tribune took place according to plan. After flying over Warsaw, after a few minutes, a right turn over Otwock, where the column was disbanded, and over Modlin, the individual crews. The parade was a good test of the level of training of the division’s crews.

For the whole of 1955, the division achieved another record number of hours spent in the air. For example, the 35th PLB achieved a flight time of 1325.34 hours, including 531.02 hours in combat aircraft, 379 hours in training and combat aircraft, and 415.32 hours in training aircraft.

The next year ended with a high mark for the division. The competition repeated the order from the previous year. Additionally, the 7th PLB and 35th PLB ended the year without any accidents, which is a huge success.

21st Independent Reconnaissance Aviation Regiment. 1955.

Sochaczew was the base of the 21st SPLR (independent reconnaissance aviation regiment). In May 1955, deliveries of Il-28R reconnaissance aircraft to Poland, intended specifically for the 21st SPLR, began.

This regiment was also to receive Il-28 bombers and UIl-28 training aircraft. In the autumn of 1955, the commander of the 15th DLB received an order to transfer Il-28 aircraft to the 21st SPLR to supplement the two long-range reconnaissance air squadrons. Each regiment was to allocate four aircraft. The command of the 35th PLB decided to transfer the following aircraft to the Sochaczew team: “41”, “42”, “43” and “44”.

15th Independent Reconnaissance Air Squadron. 1955.

In 1955, the naval aviation included, among others, the 30th PL MW (naval air regiment). It was stationed at the Gdańsk-Wrzeszcz airport.

The unit consisted of two attack squadrons and one long-range reconnaissance squadron. The latter was equipped with Tu-2 bombers. However, in 1955, it was already planned to train the personnel for the modern – jet – Il-28. Almost simultaneously, actions were taken to separate the Squadron from the structure of the 30th Regiment and form an independent unit with a separate base on its basis. This is how the 15th SELR was born.

The process of creating the new 15th Independent Squadron of Reconnaissance Aviation of the Navy (15 SELR MW) lasted almost a year. Captain Mar. Pilot Hilary Zarucki, former commander of the 16th Liaison Aviation Squadron of the Navy, was appointed as the commander of the new unit. In the autumn of 1955, the last two Tu-2 aircraft were transferred to the 19th Aviation Towing Squadron in Słupsk.

The flight and technical personnel of the Independent Long-Range Reconnaissance Squadron began training on the Il-28 in October 1955. It was held at the 15th Bomber Aviation Division, at the Modlin airport. The assistant commander of the 2nd Squadron in the 35th Bomber Aviation Division, Capt. Edmund Jałocha, was appointed as the chief instructor. In December 1955, after completing theoretical training, the squadron personnel began performing flights on the UIl-28 training and combat aircraft. The honor of performing the first independent flight on the new type of aircraft, on 16.12.1955, was given to the crew consisting of Capt. Mar. Pilot Hilary Zarucki, Lieutenant Mar. Navigator Tadeusz Pawlaczek and Rifleman/X-Ray Lieutenant Mar. Henryk Kuza.

15th Bomber Aviation Division. 1956.

In 1956, the division received another delivery of nine Il-28s, which filled the gaps after the planes transferred to Sochaczew. The planes were distributed to each regiment, three in number. On 17.01.1956, two Il-28s with factory numbers 56606209, 56606216 were added to the 35th Air Base, and on 27.01.1956, another one, 56606212, were added.

In May 1956, a delegation from the Czechoslovak Air Force arrived in Modlin, headed by its commander, deputy commander and advisor. The guests familiarized themselves with the training base, purpose and tasks of the division. On the occasion of the central air shows organized at Okęcie airport, the regiment commander was ordered to designate a three-person parachutist team, which was to be part of the airborne landing. The group consisted of: 2nd Lt. Banasiak, Sergeant Plamowski and Private Stańczyk, all from the regimental high-altitude rescue service.

In accordance with the order developed by the WL and OPL OK Command in December 1955, in May 1956, the organization of the third squadron began in 35 PLB. In September 1956, the 3rd Aviation Squadron was formed with the task of starting training of flying personnel from 1957. This decision was related to the disbandment of the training course for attack and bomber aviation pilots in OSL-4 in Dęblin. In reality, this squadron became a training squadron.

Lt. pilot Edmund Ziaja was appointed to command the new squadron, Lt. Tadeusz Majch was his deputy for political affairs, Lt. Bogusław Pałka assumed the duties of the chief of staff, Lt. Jan Sułkowski became the squadron navigator, and Lt. Henryk Ciężki was the engineer.

At the end of June 1956, all regiments of the division were put on full combat alert. However, this state was not maintained for long. This was due to the unrest and workers’ strike that occurred in Poznań (the Poznań Uprising) and, as a consequence, the movements of the Red Army troops.

In the summer of 1956, the division carried out 70% of the total air raid, which was a significant effort of the entire staff.

In the autumn of 1956, there was a change in the position of commander of the 35th PLB, Major Dipl. pilot resigned. Józef Ostrowski, who moved to the position of inspector of bomber aviation piloting techniques in the combat training department, Combat Training Department of DWL and OPL OK. On 26.10.1956, the duties were assumed by Capt. Pilot Zdzisław Szczucki, the previous assistant to the regiment commander for piloting.

At the end of 1956, the division achieved another record of hours spent in the air. For example, the 35 PLB achieved a high flight time of 1321.09 hours, of which as many as 859.14 in combat aircraft, and for the first time won 1st place in the competition.

15th Independent Reconnaissance Aviation Squadron in Siemirowice. 1956.

In May 1956, the squadron staff was trained on the reconnaissance variant of the Il-28 R and immediately relocated from Modlin to the airport in Babie Doły. Already on 30.06.1956, six aircraft of the squadron took part in a parade over Gdynia on the occasion of the Sea and Navy Days.

In the meantime, preparations for the formation of the 15th SELR MW were completed. It was established on the basis of the order of the Chief of the General Staff of the Polish Army no. 0144/org of 8.08.1956, the Squadron consisted of 113 military personnel and one contract civilian employee. Babie Doły was designated as the place of formation, and Łebunia near Lębork as the base. It was a new airport, built from scratch for the needs of the Navy Aviation. Initially, it was difficult to even determine the name of the new base. In the first documents (as above), the name of the town of Łebunia appears, later it was decided to use Cewice – the nearby seat of local authorities. In fact, however, the closest settlement to the airport is Siemirowice, where the first blocks of the garrison housing estate were built. To this day, the military uses both names interchangeably, although the most famous is Siemirowice.

The airport had a concrete runway 2,000 m long and 60 m wide. 20 individual parking spaces were built for aircraft. In addition, there was an MPS warehouse with a railway siding and a technical warehouse, battery room and compressor room. The local garrison allowed for securing the base of a fighter aviation regiment with an airport service battalion and a blind landing squadron.

The air throw of the squadron moved to Siemirowice (Cewice) on 1.10.1956. At the new location, basic training in daylight flights in difficult weather conditions was completed by the end of the year. The process of forming the unit was finally completed in mid-1957.

Its structure was as follows: command, political section, staff, engineering and operational section and three flight units. The equipment included 2 Il-28, 3 Il-28 R, 1 UIl-28 and a liaison Po-2. The squadron was to perform tasks covering two periods of operations. The first one included operational reconnaissance conducted during the preparation period for the operation, while the second and basic task was to determine the enemy’s force grouping, the nature of its operations and the conditions that would enable the effective use of the Navy’s forces and resources deep within its grouping. As part of tactical reconnaissance, the squadron crews were tasked with conducting reconnaissance of specific objects at sea and in bases combined with their photography. This also included photographing the effectiveness of our own firepower used against detected enemy objects.

The reconnaissance aircraft performed these tasks using visual observation, photography and radiolocation means. The introduction of Il-28R reconnaissance aircraft with an on-board PSBN radar (operational range from 15 to 100 km) into service allowed the squadron to perform reconnaissance on the sea in all weather conditions, regardless of the time of day. The tactical and technical capabilities of these aircraft allowed for reconnaissance within a radius of up to 950 km for three hours (taking into account a 20% fuel reserve). The squadron’s aircraft conducted daily reconnaissance operations on designated routes over the Baltic Sea (search in the assigned direction).

From this period come interesting memories of one of the gunners-radio operators. – “I had my first serious aviation adventure in the same year, during a night flight on the Il-28 R bomber. The take-off took place from the Goleniów airport, and the task was to observe vessels in the vicinity of the entrance to the Danish straits. The plane was piloted by Lieutenant Mar. Stefan Skubel, and the navigator was Lieutenant Mar. Stanisław Olejkowicz. Somewhere in the vicinity of the straits, a lot of bright dots could be seen on the screen of the PSBN-M radar sight, which the navigator interpreted as a large group of ships. In reality, these were atmospheric discharges. After entering the cloud, the plane “lost all instruments” – it became dark in the cabin, and the pilot could see nothing except a small magnetic compass. This was the result of our Il-28 R accidentally entering the center of a storm cloud at an altitude of about 2,000 m in a strong updraft”.

The 15th Squadron was not to be the exclusive host of the Siemirowice garrison, however. The 30th Air Force Regiment and the 50th Airport Service Battalion were ordered to be relocated to the same airport by 10 August 1956, by the organisational order of the Navy commander no. 014/Org of 13 May 1956. The creation of living facilities for the staff and conscript soldiers forced the expansion of the residential, commercial and recreational infrastructure. Despite this, service in this “green garrison” far from larger urban centres was not easy. Even in the next decade, there were winters during which the base and the estate were “cut off from the world” for almost two days. At the same time, intensive training of crews was underway. Unfortunately, the first year of the Squadron’s operation also brought its first loss – on 4.10.1956, due to an oxygen system failure during a training and combat flight at an altitude of 11,000 m, the crew’s navigator, 2nd Lt. Mar. Navigator Franciszek Dudek, lost consciousness. Despite a quick return to the airport, resuscitation did not save the pilot’s life.

1957. In 1957, the end of deliveries of Il-28 aircraft to Poland came. In the years 1952-1957, a total of 73 Il-28, 16 UIl-28 (Il-28 U) and 9 Il-28 R were purchased.

Units in which Il-28 aircraft were operated: 15 DLB (7 PLB, 33 PLB, 35 PLB) in Modlin, and later also Powidz. OSL-4 in Dęblin; a few units for a short period (1953-1957). 21 SPLR in Sochaczew; including 6 Il-28 R. 15 SELR in Siemirowice; including 3 Il-28 R. 19 EH (towing squadron) in Słupsk.

15 DLB. 1957.

As 1957 came to an end, at a meeting of the 35 PLB, the command read out an organizational order from the Commander of the WL and OPL OK, in which the purpose of the regiment was changed from a bomber to a training and combat regiment. Thus, the regiment was given the name 35 PLSzB. Then, in the organizational order of the regiment commander, the organizational division was given and the main tasks facing the unit were read out. The regiment was reinforced with a group of a dozen or so personnel from Dęblin, which until then had been conducting training for attack and bomber aircraft. An instructor staff was appointed, including the pilots: Capt. Józef Czernecki, Capt. Leon Jędrzejczyk, Lt. Edmund Ziaja, Lt. Bronisław Dopierała, Lt. Zbigniew Ziętek and Lt. Eugeniusz Jakubiec. The navigator instructor staff consisted of: Major Procek, Capt. Gabis, Capt. Józef Karaś, Capt. Stanisław Garbowski, Lieutenant Józef Balcerzak and Lieutenant Bogusław Sowa. At the same time, a group of officer pilots from the ground attack aviation reported to the regiment, who were to supplement the strength of the individual bomber regiments after training. This group included eight officer pilots of piston and jet aircraft: 2nd Lieutenant Ryszard Chabros, Capt. Henryk Kokot, Capt. Edward Kozik, Lieutenant Henryk Kozłowski, 2nd Lieutenant Marian Nowotnik, 2nd Lieutenant Kazimierz Olszewski, Lieutenant Jan Tatarewicz and Capt. Jerzy Treutz. In accordance with the order of the Ministry of National Defense No. 038, the designated group of unit personnel began to form the Aircraft Technical Service Department. The first DOTS manager was the former engineer of the 1st Air Squadron, Lieutenant Roman Paczkowski.

In July 1957, the 35th PLB was visited, after obtaining the appropriate authorizations, by the editor of “Żołnierz Polski”, Capt. Janusz Szymański, who managed to fly with the crew over the Jagodne training ground. Capt. Szymański flew in the navigator’s cabin together with his host, Capt. Navigator Józef Karaś, who explained the secrets of the flight. A report and several dozen excellent photos, including from the air, were made of this unusual expedition. These materials were published during the week of Aviation Day in the prestigious illustrated supplement to “Życie Warszawy”, as well as in the monthly “Żołnierz Polski”. In June 1957, the division commander was tasked with preparing the assigned forces and resources for the air shows and parade on the occasion of Aviation Day. In July 1957, the 7th PLB was relocated from Modlin to Powidz airport. Powidz became a permanent base for the 7th PLB. Powidz was designated as the airfield for the 15th DLB parade group, with its new host, the 7th PLB. On 12–16.08.1957, the designated forces and assets of the 35th PLB were relocated to Powidz to conduct parade training. The combat flight of 10 crews + 2 spares took place on 16.08.1957, along the route: Modlin-Barłogi-Powidz. An interesting fact was that among the designated personnel for the parade there were six trained crews.

For the 1957 parade, the commander of the 35th PLB designated the following crew commanders and aircraft: Il-28 “50” – Capt. J. Czernecki, Capt. B. Gobis, Sergeant E. Patrzałek; Il-28 “59” – Capt. W. Bira, Lt. S. Rużański, Platoon Leader J. Grabowski; Il-28 “86” – Lt. H. Kozłowski, Lt. J. Pieczywek, Corporal A. Szeliga; Il-28 “85” – Lt. E. Ziaja, Lt. H. Rożenek, Sergeant S. Pawlik; Il-28 “56” – Maj. J. Figarski, Capt. J. Karaś, Lt. W. Sucharzewski; Il-28 “70” – Capt. L. Jędrzejczyk, Capt. S. Garbowski, Lt. S. Ziomek; Il-28 “74” – Lt. E. Jakubiec, Lt. R. Szfrański, Corporal H. Gadaj; Il-28 “75” – 2nd Lt. L. Karcher, 2nd Lt. Z. Kielan, Corporal S. Maliszewski; Il-28 “77” – Lt. Ziętek, Lt. J. Sowa, Sergeant J. Myszka; Il-28 “71” – Lt. J. Treutz, 2nd Lt. M. Tęgos, Senior Sergeant H. Szykowski. Replacement crews included: Il-28 “55” – Lt. B. Dopierała, Lt. J. Balcerzak, Sergeant J. Reszuto; Il-28 “57” – 2nd Lt. Olszewski, 2nd Lt. E. Kulawik, Sergeant Patrzałek.

The day after the combat rollout to Powidz (17.08.1957) there was a change in the position of regiment commander. Maj. pilot Zdzisław Szczucki passed his duties and was sent to the Higher Command Course at the Air Force Academy in Monino. The new commander from 17.08.1957 was the previous assistant to the regiment commander for piloting, Capt. pilot Józef Czernecki.

For three weeks the personnel of the 15th DLB trained for the parade, initially in groups of five-plane wedges, and later in two groups, each with 25 Il-28s.

The parade took place on 8.09.1957, over the Warsaw Bemowo airport (Babice). The bomber aviation group was led by Col. pilot. Julian Paździor accompanied by four fighter planes, piloted by PSP veterans in the West. The first group of bombers (a column of wedges – 25 Il-28) was led by the commander, Maj. Pilot Jerzy Wójcik. In this column, the first three wedges (15 Il-28) came from the 7th PLB, the next two (10 Il-28) were provided by the 35th PLB. The second column was represented entirely by the 33rd PLB led by Maj. Pilot Jerzy Adamiec.

After the parade, the personnel of the 15th DLB gathered at the Powidz airport were visited by the commander of the WL and OPL OK, Brig. Gen. Pilot Jan Frey-Bielecki, who thanked all participants for the excellent performance of this difficult task.

Right after this parade, the division received another task to take part in the shows and parade over Łódź. However, on 14.09.1957, due to poor weather conditions, only a flight of bombers under the command of Major Józef Czernecki flew over Łódź. The flight took place along the route: Modlin-Łowicz-Zgierz-Łódź-Skierniewice-Modlin.

Another presentation of bomber aviation by crews from the 15th DLB was participation in the September (1957) shows over the southern regions of Poland. On 20.09.1957, a flight of Il-28s commanded by Major J. Czernecki moved to Mierzęcice, from where on 22.09.1957, it flew as part of a regional air parade over Kraków and a little later over Katowice. This time the flight route was as follows: Mierzęcice-Tarnowskie Góry-Kraków-Dąbrowa Górnicza-Katowice-Mikołów-Mierzęcice.

In early autumn 1957, the division was reinforced with a group of 39 flying personnel: 12 pilots, 9 navigators and 17 gunners-radio operators. Among the arriving group were six pilots and two navigators from OSL-4 (Dęblin).

For the Polish Army Day, the division command planned a ceremony to present the 33rd and 35th regiments with banners funded by the State Council. On 12.10.1957, the subunits of the 15th DLB lined up on the parade ground. After welcoming the guests, the commander of the ceremony reported to Brig. Gen. Eugeniusz Kuszko that they were ready to begin the ceremony. After a while, the deputy head of the Main Political Directorate of the Polish Army, Brig. Gen. Eugeniusz Kuszko, after reading the acts of presentation, presented both commanders with new banners. Major Jerzy Adamiec and Captain Józef Czernecki, after presenting them to the regiments, handed them over to the standard guards. Then, after the speeches of both commanders, a parade of subunits took place, led by the standard guards. After the ceremony, the Monument to the Heroes of the Defense of Modlin during the Battles of 1939 was unveiled on the Modlin Fortress grounds. A large group of combatants and participants of these battles, along with their commander Brig. Gen. Wiktor Thomme, came to the ceremony. The monument was funded by the residents and soldiers of the Modlin garrison.

On 22.11.1957, the finals of the competition for the title of “Best Rifleman-Radio Operator of the Division” were held. The best competitor from the 35th PLB turned out to be Sergeant Jan Reszuto.

Completing its flight training in 1957, the division once again achieved a record flight time. For example, the 35th PLB achieved a flight time of 1851.28 hours, including 1251 hours in combat aircraft, 229 hours in training and 351.28 hours in training aircraft. During the training briefing held at the division level, the regiment once again took first place in the summary.

Record-breaking parachute jump with a delay. 1957.

Five days before Aviation Day, on the initiative of the head of the parachute and landing service of the WL and OPL OK, Capt. Navigator Tadeusz Dulla, the command agreed to organize the establishment of the Polish record in the category of a jump with a delayed parachute opening from a height of 12,500 m. An experienced crew was assigned to this unusual mission for the army, consisting of: pilot Maj. Józef Ostrowski – inspector of piloting techniques from DWL and OPL OK and navigator Maj. Ludwik Pinkiewicz – head of air gunnery of the 15th DLB. For this feat, Capt. Dulla underwent a series of specialist training courses and exercises at the Military Institute of Aviation Medicine. The technical staff of the 35th PLB also made the necessary modifications to the bomb bay, in which the parachutist was to be placed (an on-board conversation device, lighting were installed and insulation was made). The crew determined the flight route and the method of gaining maximum altitude. Due to the low temperatures at high altitudes (over -50°C), the jumper was equipped with warm winter clothing, a special mask, an oxygen apparatus, two barographs and two parachutes, one main and one reserve. An altimeter was used as auxiliary instruments – to assess the current altitude of descent and a stopwatch to measure the delay time of the parachute opening.

On 3 September 1957, a dress rehearsal was carried out, the jumper was dropped from a height of 8,000 m. The jump was successful. In accordance with the developed plan to break the record.

On 4 September 1957, the plane – tact number “55”, took off after taxiing and began climbing. After exceeding 10,000 m, the rate of climb decreased significantly. After reaching an altitude of 12,950 m, the crew commander checked the communication with Capt. Dulla – everything was fine. After reaching the drop point, which was designated above the Kroczewo airfield, the navigator opened the bomb bay door, and at the same time the record-holding jumper dropped. After reaching an altitude of 5,000 m, the jumper fell into the cloud layer, only to see the ground a few moments later. After reaching the altitude limit of 430 m, Capt. Dulla opened his parachute and approached the landing point designated with smoke candles. After a moment, he landed safely next to the planned location. Meanwhile, the Il-28 crew landed at the Modlin airport 25 minutes after the drop. In this way, Capt. Tadeusz Dulla set a new Polish record in a jump with a delayed parachute opening, falling without opening it 12,520 m in 3 minutes and 15 seconds. The previous record set by Waldemar Bołotowicz in 1954, from an altitude of 3,740 m, was thus significantly improved.

Disbandment of the 35th PLB. 1958.

The new year began with further training of crews. In 1958, there were further significant changes in the division. The reason was the rapid crumbling of the Il-28 bombers capable of flying. This is strange because the oldest machines had only six years of service and that was in peacetime. I am convinced that the “crumbling” of the aircraft was the official reason. The more likely reason is cost-saving. We had already been through the thaw of 1957, and our country could not afford to maintain such a large army. In addition, we did not have a sufficient number of properly trained crews. Let me remind you that in 1953, when the 35th PLB was relocating from Inowrocław to Przasnysz, the crews had to return by Li-2 aircraft for the second part of the bombers. Disbandment of the 35th PLB allowed the personnel of the remaining two regiments to be supplemented to a level that ensured proper performance of tasks.

There is no doubt, however, that in view of this situation, at the request of the Operational Aviation Command, the MON management decided to disband the 35th PLB, and the aircraft were ordered to be transferred to the 7th PLB in Powidz and to the 33rd PLB on site in Modlin.

Until the end of May 1958, i.e. until its liquidation, the 35th PLB conducted intensive air training, performing 1,417 sorties in 632 hours and 11 minutes. On 24.05.1958, the regiment, as part of the squadron, took part in a tactical exercise of the land forces, providing them with support on the training ground in the area of ​​Nieszawa-Włocławek-Lipno. Nine crews under the command of Major Józef Czernecki took part in these flights. However, this was the last aviation undertaking carried out by the 35th PLB.

On 19.05.1958, the MON issued order no. 05/Org. ordering the Commander of Operational Aviation to disband the 35th Airborne Regiment. The personnel, soldiers on conscript duty and the equipment and supplies of the regiment were ordered to be distributed within the 15th Airborne Regiment. Based on this order, the Commander of Operational Aviation developed order no. 055/Org of 27.05.1958. Based on the above-mentioned orders, the Commander of the 15th Airborne Regiment issued Executive Order no. 047 of 30.05.1958, in which he ordered the disbandment of the 35th Airborne Regiment by 15.06.1958. The last assembly of the entire personnel of the 35th Airborne Regiment took place on 8.06.1958, on the parade ground, where the banner and the personnel and soldiers leaving for other garrisons were bid farewell. During the period of activity of the 35th Airborne Regiment, the flying personnel of the regiment performed a total flight time of 6,704 hours and 8 minutes.

15 SELR MW. 1958.

In 1958, three years had passed since the beginning of the use of Il-28 aircraft in naval aviation. Unfortunately, another tragedy weighed on the good results of flight training – on 11.01.1958, during a weather reconnaissance flight, the SIl-28 aircraft no. S-3 (U-3) collided with the ground. The entire crew died on the spot, including: instructor Cdr. 2nd Lt. pilot Hilary Zarucki (Squadron Commander), 2nd Lt. mars. pilot Walenty Urbanowicz, X-ray gunner Senior Mars. Jan Czubiński.

15 SELR MW. 1959.

From 18.03.1958, the position of unit commander was assumed by Capt. mars. pilot Leon Jędrzejczyk. Fate also prepared a tragic end to his service. On 18.03.1959, exactly one year after taking over the duties of Squadron Commander, Capt. Mar. Pilot Leon Jędrzejczyk, and together with him Lieutenant Mar. Navigator Aleksander Czyżykowski and X-Ray Gunner Mar. Adam Bochenek, died an airman’s death when their Il-28 R disintegrated in the air after an overly energetic maneuver over their home airport.

The duties of the unit commander were temporarily assumed by the previous Chief of Staff, Capt. Mar. Dipl. Czesław Głuszcz.

However, temporary problems did not stop the training. The scope of the unit’s tasks was expanded to include: detecting enemy ships and guiding ship strike groups to them, aerial photography, and finally towing a sleeve for anti-aircraft shooting of ships. In December 1959 The unit was included in the permanent duty in the “Navy Emergency Rescue Team”, keeping one crew in constant readiness to provide assistance to ships in the Baltic Sea.

The level of training is evidenced by the fact that the crew consisting of 2nd Lt. Mar. Pilot Władysław Baron, 2nd Lt. Mar. Navigator Zenon Nowotczyński and Petty Officer Edmund Loroch received the pennant of the “Leading Crew of Naval Aviation”.

Il-28 on parade. 1959.

In 1959, a large air parade was organized once again on the occasion of the communist holiday. It could not be missed by Il-28 bombers. All units with these aircraft presented their bombers for the parade. On 22.07.1959, a large rhombus consisting of 16 Il-28 aircraft and a column of five rhombuses consisting of 4 aircraft were presented. A total of 36 Il-28s were shown in the air.

Il-28 E.

At the beginning of the 1960s, the Il-28s were no longer meeting the requirements for bomber aircraft and were assigned to reconnaissance tasks. Bomber units were transformed into reconnaissance regiments. Thus, the 7th PLB and 33rd PLB changed their names to operational reconnaissance aviation regiments, and the numbering remained unchanged. In the mid-1960s, electronic warfare equipment kits were purchased from CCCP and 10 Polish Il-28s were converted into EW aircraft designated Il-28 E. Each kit was equipped with an SRS-2 or SRS-3 radio-technical reconnaissance station and an SPS-2 active electronic interference station or an ASO-28 cut metalized foil ejector (popular “chaff cutter”).

The Il-28 E served in the 33rd PLRO (operational reconnaissance aviation regiment) in Powidz. For 60 years, a successor to the Il-28 was sought. The purchase of supersonic Yak-27s and later Yak-28s was considered. However, more detailed analyses showed that they had no significant advantage over the Il-28. It was not until 1974 that the Polish Military Aviation received a successor to the Il-28. It was the Su-20 fighter-bomber.

In 1966, the most complex figure was shown over Warsaw: an eagle consisting of 33 Il-28s.

15 SELR, 19 EH.

The deepening of the skills of the 15 SELR personnel resulted in a shift in the burden of the tasks performed. From 1961, all flights for cooperation at sea began to be treated as tactical and combat, and from May to the end of October 1961, 70% of the flights were performed over the sea. The quality of the flights and reconnaissance performed was constantly improving. All crews were allowed to perform flights at night, in difficult weather conditions. More and more often, the crews cooperated with ships at sea (including the GDR Navy) and fighter-attack aviation.

In September 1961, one of the squadron crews took part for the first time in the WL and OPL OK Reconnaissance Aviation competition, which allowed them to gain new experience in reconnaissance flights for the benefit of the land forces and other types of aviation, and combating ground targets.

In 1962, training of crews on Il-28 aircraft for the needs of the Towing Squadron began. In August 1962, both Siemirowice air units (although operating from Słupsk airport) participated in bilateral exercises of allied fleets.

In 1964, actions were taken to increase the possibilities of photoreconnaissance. Successful tests of photography were carried out using modern slit cameras, taking photos at low altitude and high speed. Representatives of the then Aviation Inspectorate came to the Squadron to analyze and exchange experiences in the field of processing and photography on color materials, working in infrared and zone-spectral. There was also an exercise on cooperation with the Torpedo Boat Brigade and fighter-attack aviation in the field of detecting and guiding our own strike groups to detected ships.

There were also real combat flights, aimed at detecting and recognizing electronic intelligence ships of NATO countries operating on the border of Polish territorial waters. Foreign aircraft were also encountered in the air, especially the Atlantic Bundesmarine, which was usually an opportunity to mutually enrich the album of service photographs. Among the exercises of that period, actions in simulated conditions of the use of nuclear weapons are noteworthy, with particular emphasis on the procedures of deactivating people and equipment.

Air shows and parades added variety to the rhythm of training. Particularly memorable were the celebrations of the Sea Day in 1965, when the crew of Lieutenant Commander E. Jałocha opened the air parade, leading a formation consisting of one Il-28, accompanied by four Iskras arriving from Radom. The Navy aviation also demonstrated a “sheet” of Il-28s and an anchor of Lims, which was an attractive display of the strength and training of the Navy aviation for the public. An extraordinary spectacle was the evening illumination of the ships standing in the roadstead of the Gdynia port with the help of illuminating bombs dropped by the crew of Captain Mar. Pilot E. Tylak.

In 1966, the need arose to reorganize the Squadron. The previous equipment was gradually crumbling, and replacing the distinguished Il-28s with modern aircraft was not in sight. In this situation, an ad hoc solution was adopted – introducing tactical reconnaissance aircraft from the SB Lim-2 family into its armament at the beginning of 1967. As a result, the unit, renamed the 15th Reconnaissance Aviation Squadron of the Navy, grew in quantity, but did not develop qualitatively. Three flight units were established using UTI MiG-15 Art aircraft (SB Lim-2 A). The first “Art.-s” arrived in Siemirowice in October 1967.

Period 1970 – 1979.

Meanwhile, the end of the Il-28 era was approaching. On 29.12.1977, the combat operation of the Il-28 in the Polish Air Force was officially completed. Training on them ended on 27.08.1978.

On 23.12.1978, the operation of the Il-28 in the Navy Aviation was completed, specifically in the 15th ELR (SELR) in Siemirowice. On 2.10.1979, the last flights of Il-28 aircraft in Poland by naval pilots took place, specifically in the 19th EH in Słupsk. Officially, the last flight was made to the training ground in Nadarzyce by the crew consisting of: Captain Pilot W. Woźniak, Captain Navigator I. Klepacki, X-ray Gunner Senior Petty Officer H. Matacz.

Several aircraft from Słupsk (at least 4 machines) flew to Nadarzyce, where they served as ground targets on the training ground. In the following months, the remaining operational Il-28s were distributed to airports throughout Poland, intended as targets on training grounds or as exhibits for museums and military collections.

Unfortunately, despite the demand, this good aircraft in its years did not have a successor.

Written by Karol Placha Hetman