Kraków 2017-05-22
Szkolenie lotnicze w Polsce. 1943-1945.
Flight training.
In the history of the Polish People's Aviation we read - "Polish airmen were trained at the Aviation School of the 6th Soviet Air Force in Czkałów." What is this Chkalov? It is the so-called toque, that is, a point established in 1936 by the Soviets in Kazakhstan. Several thousand kilometers from Poland. Intended for Polish exiles from the Zhytomyr Oblast in Ukraine, and later the Marchlewszczyzna and Dzierżówczyzna regions. Chkalov became one of the Polish communities. (In 2003 it had 5,210 inhabitants.). That is why the Soviets organized an aviation school for the future Polish Army.
On the basis of the order of Col. Zygmunt Berling of August 7, 1943, the Polish Army Aviation was established in the CCCP. Finally, in the strength of two regiments (fighter and bomber), joined by the third assault regiment, purely Soviet.
School in Grigoriewskoje on the premises of CCCP.
No training was organized in Czkałów. Here, only the selection of future aviators and other aviation specialists was made. The training was organized at the field airport near the village of Grigoriewskoye. Grigoriewskoje is a village located about 150 km from Moscow, in the south-east direction, near the E30 road, halfway between Ryazan - Kolomna. In the village of Grigoriewskoje there is a modest monument of Polish Aviators to this day. Currently (2019), a runway with a length of about 2,500 m, built in 50 years, remains at the former airport. There are no more traces of the airport. Coordinates 54 ° 47'59 "N 39 ° 15'23" E.
The school staff in Grigoriewskoye consisted of nineteen Soviet soldiers and officers. The list of Soviet airmen, instructors and specialists is opened by lieutenant Paweł Jasiński. Polish origin, but knew almost no Polish language. Good organizer and pilot. He headed the basic training on UT-2 and Yak-7 airplanes. In January 1944 he was called back to the Red Army. Major Andrei Korneev was the school's chief navigator. He lectured in physics, mathematics, navigation and meteorology. Lieutenant of the technical service, pilot Oleg Matveev, was a lecturer in weapons, air and ground shooting. The group of pilots-instructors included another five airmen, two experienced ones: Wasyl Gaszyn and Włodzimierz Bojew, and three instructors just after another aviation school: A. Korowin, I. Bondar and I Nikonow. They were all lieutenant. Lieutenant pilot Wasyl Gaszyn and lieutenant pilot Włodzimierz Bojew in January 1944 were transferred to the position of the 1st Independent Fighter Aviation Squadron. They became squadron commanders. The technical staff of the school, and later the Regiment, included lieutenants: Kostieńcew, Wałoskow, Diegtiariew, Zajcow.
The school was the size and full-time of a Squadron. Aviation training began in July 1943. It took place after December, because it was necessary to complete the technical education of the students. There were difficulties with the supply of fuel, spare parts and teaching materials. Drawings were often made with a stick on the ground. After the material had been mastered, an examination was carried out. The trainees and instructors stayed at the Airport from sunrise to sunset. In order to facilitate the training of students, they were divided into groups of 4-5 soldiers. The squadron only had five Yakovlev UT-2 planes at its disposal. Since about 100 flights were performed from the first flying day, it means that each plane took off at least 20 times a day. After six days of training, the squadron has already completed 667 flights in almost 73 hours. During this time, five students after 38 flights with an instructor made the first independent flights in the circle.
On August 10, 1943, the first plane crash occurred, in which lieutenant instructor Korwin and major Kozłowski, the squadron commander, were killed. Their plane hit the pole with its wing. Captain Tadeusz Wicherkiewicz became the new squadron commander.
By the end of August 1943, almost all of the students had completed training on the Yakovlev UT-2 planes. They had about 33 hours of flight time and about 178 flights on their account. This means that they started up to eight times a day.
At the beginning of September 1943, the Squadron was transformed into a Regiment. The commander was captain Tadeusz Wicherkiewicz, the chief of staff was major Alfons Mikłaszewicz. According to the full time regiment, the regiment had 175 soldiers: 33 officers, 123 non-commissioned officers, 18 privates and 1 civilian employee. It should have 32 Yakovlev Yak-1 planes and one Polikarpov Po-2 liaison in service. As a result, new trainees arrived in the Regiment, who started training in the 2nd and 3rd Squadron from scratch on UT-2 planes.
At the end of September 1943, the Regiment received the first Jak-1 and Jak-7 planes. As of October 9, 1943, there were 114 soldiers in the 1st PLM. There were 28 aircraft: 16 UT-2, 3 Po-2, 3 Yak-1, 5 Yak-7 and 1 Su-2. The air tightness was very large, therefore, for safety reasons, in October 1943, the 2nd Squadron was moved to the nearby landing field in Żytów.
The training of a large group of technicians and aircraft mechanics continued, especially for the operation of UT-2 and Yak-1 aircraft. When the weather conditions did not allow for flights, theoretical knowledge was supplemented. The lecture halls were located in barracks. As the barracks were unheated for the winter, a dozen or so dug-outs were prepared in which it was warmer, but dark and stuffy. There were kerosene lamps and electric torches.
On October 22, 1943, the first accident of a Yak-7 two-seater took place during its forced landing approach. Jerzy Czarny was killed with the death of the aviator.
The winter of 1943/1944 was difficult in terms of flying conditions. It often snowed and a short day was not conducive to training in the air. Nevertheless, in December 1943, 1 PLM made about 1,300 flights, and in January 1944, 1,900 flights. The fact is that one flight often involved take off, circling over the airport and landing, and lasted 3-4 minutes.
In January 1944, the regiment was awarded the banner. In January 1944, Senior Lieutenant Mikołaj Paszkow became the head of the practical training in the air. On February 22, 1944, Lieutenant Colonel Ivan Taldykin was appointed the commander of the 1st PLM "Warszawa". Pilot Col. Iwan Taldykin died as an airman on March 16, 1945 near Kołobrzeg. In difficult weather conditions, he made a pilot mistake and crashed the Yakovlev Yak-9 plane against the hill.
In February 1944, the combat training of the 1st Squadron on the Yak-1 aircraft was completed. However, she was not sent to the front. Officially, Lieutenant Colonel Ivan Taldykin wanted to have the entire Regiment trained in combat. The truth, however, was different - On the frosty night of January 3-4, 1944, the Red Army crossed the Polish-Soviet border near Rokitno, east of Saren, which was marked out by the treaty signed in 1921 in Riga. It was to ensure that the Polish soldier did not fight in the Polish Borderlands.
At the beginning of March 1944, the 1st PLM had 53 pilots, 38 of whom were already flying Yak-1 fighters on their own. This means that the Regiment already had an over-condition of combat pilots, of whom there should be 32. The same was with the technicians and mechanics. Therefore, the Regiment was ready to go to the front, which did not happen. There was also no decision to transform the unit into two hunting regiments. On April 15, 1944, the Regiment was transformed into a Division, with 241 soldiers and 42 aircraft, including 40 combat machines. In February 1944, the Regiment began to receive brand new Yak-1 planes. Initially 10 machines. In March 1944, another 19 new Yak-1 machines were delivered. Thus, the Regiment had 45 Yak-1s, 15 Yak-7s, 8 UT-2s, one Po-2, and one I-16.
Spring thaws meant that part of the training was carried out at the Kubiana Airport near Moscow, and then at the landing field near the village of Wlosowo.
On May 28, 1944, the second group of students received promotions and the title of fighter aviator. There were 15. On average, they had 200 flights on UT-2 planes, 50 flights on Yak-7 and 50 flights on Yak-1. The flight time was about 67 hours.
On April 1, 1944, the 2nd Night Bomber Regiment with Po-2 planes and the 103rd Independent Liaison Squadron began to be organized and trained at Grigoriewskoje Airport. Also with Po-2 planes. A Soviet officer with Polish roots, Lt. Col. Józef Smaga, was appointed commander. Another Soviet officer, Lt. Col. Jan Korotkiewicz, became the chief of staff. Candidates were recruited as early as March 1944 among Polish infantry soldiers. The training lasted only three months, because the Po-2 planes are very simple and easy to pilot. At the beginning of its formation, the 2nd Night Bomber Regiment was renamed "Kraków". There were four squadrons in the regiment. The first three consisted of Soviet pilots who had brought the planes, and the 4th Squadron was a training one. Trained pilots had a flight time of 10-15 hours with an instructor, and then they performed the flights on their own. A group of 28 technicians and mechanics was also trained in the Regiment. The 2nd Night Bomber Regiment was transferred to the Gostom Airport, where training continued.
In the period from June 4 to 20, 1944, the 1st PLM and 2nd GNP were transferred to the Gostomel Airport, located about 20 km from Kiev. Currently (2017) an international airport. The coordinates are 50 ° 36′13 ″ N 030 ° 11′31 ″ E. Distance about 1,000 km. The ferrying was done with air throws with stopovers in Orel and Priłuki and the echelon. Training in combat tasks and flights with key formations continued in the new location. At that time, there was a change in the position of the commander of the 2nd GNP. Józef Smaga was replaced by Captain Siemion Worobiew.
There were two disasters at Gostomel Airport during the training sessions. On July 25, 1944, pilot Jan Grabarz died on the Yak-1, and on August 6, 1944, also on the Yak-1, the regiment's navigator, Major Zygmunt Kisielow, died.
On July 28, 1944, the order of the air force commander of the Kiev military district was issued, on the basis of which a verification and examination commission was established for Polish soldiers in organized Polish regiments. Verification was more important than the practical examination of the acquired knowledge. On August 2, 1944, the Soviet commission ruled that the 1st PLM Warsaw could go to the front. Let me remind you that at this point the Warsaw Uprising began. On August 3, 1944, another Order of the air force commander of the Kiev military district appeared, transferring the 1st PLM under the command of General Zygmunt Berling and the 1st Polish Army and ordering ferrying until August 16, 1944, to the Dys (Dys-Pólko) field airport near Lublin.
At the beginning of August 1944, to the general joy of Polish soldiers, preparations were made for ferrying to the Lublin region. Distance about 550 km. The first combat airfield for the 1st PLM Warsaw and 2nd PNB Kraków was the Dys. Dys (Dys-Pólko) was a Polish field airport established in 1938. Its name comes from the names of two neighboring towns, so you can meet the name Dys or Pólko, and it applies to the same Airport. During the defensive war in 1939, Polish pursuit and reconnaissance planes operated from it. During the occupation, the airport was used by the German army. The Germans left this airport a few weeks before the arrival of the Soviet front.
From August 5, 1944, the Lisunow Li-2 transport plane handed over to the Polish Army transports the necessary equipment and staff and technical personnel to the Dys. By August 16, 1944, the plane had made several flights. On August 6, 1944, the first catastrophe in the 1st PLM Warsaw takes place. A UT-2 training plane crashed during the flight to Dys Airport. Its task was to prepare the navigational flight of the Regiment's combat aircraft.
On August 16, 1944, 39 Jakowlew Jak-1 M machines belonging to 1 PLM Warszawa landed at Dys Airport. Unfortunately, there was a fatal accident during landing. Armaments mechanic Senior Private Eugeniusz Kruczek was killed under the propeller of the plane. He was buried in the parish cemetery in Dys.
By the Soviet order, from August 16, 1944, the 1st PLM was included in the 16th Soviet air force. Contact was also established with the Command of the 1st Polish Army in Lublin. The pilots performed their first combat missions - Cover from the air of the City of Lublin. The local population was wary of newly arrived red-star planes. They perfectly remember how, from September 17, 1939, airplanes with red stars bombed their homes and the airport. How the Polish Army bombed, especially Franciszek Kleberg's Independent Operational Group Polesie, during the last fights of the defensive war in the Lublin region. In addition, nearly half of the arriving pilots spoke only Russian.
On August 17, 1944, 2 PLB Kraków, with Po-2 planes, lands at the Dys Airport. On August 18, 1944, 1 PLM Warszawa was transferred to the field airfield closer to the front, to Zadybi Stary, 70 km from Dysa.
On August 23, 1944, the 1st PLM Warszawa was assigned to the next combat task, which was performed by a pair of Jakowlew Jak-1 planes. It was a reconnaissance flight in the Warka area. The communists treated this flight as the first combat flight, because it actually took place over the areas occupied by the Germans. Therefore, in the People's Republic of Poland, August 23 was celebrated as the Aviation Day. This combat flight was performed, among others, by Oleg Matveev, who in January 1945 was promoted to the rank of captain. During the fights for Piła, the Yakovlev Yak-9 plane piloted by Oleg Matveev was hit by a PLOT missile and the pilot was killed.
Of all the Soviet pilots-instructors from Grigorievsk in the 1st Fighter Aviation Regiment, only Vasyl Gaszyn (52 combat flights) and Włodzimierz Bojew (50 combat flights) survived until the end of the war. Oleg Matveev, A. Korwin and I. Bondar were killed. From January 1945 to the end of April 1945, the personnel of the 1st PLM "Warszawa" was supplemented by Soviet pilots: lieutenant German, lieutenant Kucenko, lieutenant Anikin, lieutenant Szpakow, lieutenant Gawriłow, young lieutenant Yudin and young lieutenant Dolinin. After the war, all of them returned to their units, except for Wasyl Gaszyn. Wasyl Gaszyn remained in the Polish People's Aviation. He was assigned to the position of a pilotage technique inspector, which he held for several years. He belonged to the first group of pilots trained for turbojet airplanes. In 1950, he presented the Yak-23 plane to the public in the air.
In July 1944, the Aviation Squadron Command was already stationed in Lublin, at Strażacka Street. It was headed by Maj. Gen. Fedor Polynin. On the other hand, the number of people was accommodated in the barracks of the former German concentration camp at Majdanek. The soldiers occupied barracks 16 and 17 located in field no. 1. It was this group of soldiers who took up the creation of new structures of the Polish Military Aviation, as well as training and recruiting future soldiers. Of course, at the dictation of the Kremlin, and necessarily independently of the Polish Armed Forces in the West. This group was commonly referred to as the Air Force Squadron. This group included some officers and non-commissioned officers who took part in the defensive war of 1939, as well as fighting in the resistance movement. A few of them even started education in Dęblin, but did not finish it because of the war. There were a few mechanics and other specialists. However, most of them were just aviation enthusiasts without any aviation preparation.
Undoubtedly, the Aviation Squadron at Majdanek became the first aviation school in the liberated Polish Territories (read - under the new occupation). The commander of the Aviation Squadron was captain Bandrowski, and the deputy was lieutenant Kabat.
The basis for qualifying a candidate for aviation training for pilots and navigators was the minimum age of 18 years, appropriate physical and physical condition, and education required of candidates for officer schools. On the other hand, shooters and mechanics had the same requirements as for a non-commissioned officer school. However, there was a huge recruitment problem. The young men were not pushing much for the new Polish Military Aviation, with red stars on their planes. Those who applied in person usually had no education whatsoever. Therefore, the most important criteria have become "political stance" and willingness. Additional classes were conducted with the conscripts; political, military, and also taught the basics of mathematics and physics. Cultural life, sports and other entertainment were organized for them. They also got better rations, known as the "aviation norm". In general, conscription in the Lublin region in 1944 turned out to be a total flop for the communists.
In September 1944, a commission qualifying candidates for the aviation school was established. It was chaired by the Soviet Major General of Aviation Kuzma Dmitriev. Later deputy commander of the Polish Army Aviation for line affairs. The basis for qualifying candidates for flying personnel, pilots and navigators was; 18 years of age, appropriate psychophysical condition confirmed by a medical board, general knowledge at the secondary school level, "political attitude". As with the first recruitment (July 1944) to the Air Force, now the lack of knowledge in mathematics and physics was turned away. The chairman of the committee had the decisive vote. The commission operated until the end of October 1944.
Majdanek could not, for obvious reasons, become the official site of an aviation school. Out of the proposed locations, the choice fell on Zamość and its barracks. The high command decided to put in them; The Communications Officer School (October 19, 1944 - October 1945, when it was transferred to Sieradz) and the United Aviation School. The first group of soldiers from Lublin to Zamość was transported by train on November 7, 1944. The last throw was transported on December 13, 1944. About 750 soldiers were displaced.
United Aviation School in Zamość.
The organization of the United Aviation School of the Polish Army in Zamość resulted from the Order No. 91 of the Supreme Commander of the Polish Army of General Michał Rola-Żymierski of October 31, 1944. Let's not be charmed. It was a physical impossibility to create a Polish School. Therefore, its staff and structure was the already known to us Aviation School No. 6 of the Soviet Air Force, which until now was in Czkałów. The school in Zamość had to have both an aviation and a technical profile. And in the beginning, it had to educate all aviation specialists. On November 7, 1944, a group of 20 quartermasters was separated from the Aviation Squadron at Majdanek, with the task of preparing barracks and other facilities for the United Aviation School.
On November 16, 1944, the Formation and Supplementation Board ordered the separation of 1,447 people from the Aviation Squadron and sending to the school in Zamość. Including 710 students (variable state) and 737 school staff (permanent state). The staff consisted of; 100 officers, 355 non-commissioned officers, 282 privates.
On December 22, 1944, another Order of the Polish Aviation Command was issued. The order specifies the task of the school and the dates of starting classes. Day 1 January 1945 - the beginning of the theoretical course for pilots, navigators, deck and radiotelegraph shooters. January 15, 1945 - the beginning of the course for other specialists; airframe mechanics, engine mechanics, on-board instruments and others.
On December 28, 1944, before the start of education, Brigadier General Aleksander Zawadzki, Deputy of the Supreme Commander of the Polish Army for political and educational matters, came to meet the school staff. In his speech, he outlined to the audience a new officer of a communist specialist in aviation, whom the school is to shape. He pointed out the revolutionary changes that await the new Poland. He indicated tasks and threats. He cleverly appreciated the candidates for the aviation service, calling them cadets.
Interestingly, in December 1944, the school did not have its commandant. The school was initially managed by Lt. Col. pil. Mikołaj Gołoborodźko, former commander of the 6th Army Aviation School of the Red Army. The command wanted a Polish officer, not a Soviet officer, to become the commander of the school. In January 1945, the current commander of the 4th Mixed Aviation Division, Brigadier General Józef Smaga (a Soviet general with Polish roots), was assigned to the Commander of the United Military Aviation School. It appears to have been a desperate decision. After all, Polish Aviation Regiments just crossed the threshold of the combat route to Berlin. He was recommended for this position by the Supreme Commander of the Polish Army, Marshal Michał Rola-Żymierski. At that time, the Marshal visited the school in Zamość. The visits of A. Zawadzki and M. Rola-Żymierski testified to the rank of the school (also the school of communication) and the attention focused on it in the Supreme Command of the Polish Army.
During this period, the school scheme was similar to the Soviet one. The training of soldiers was organized in two training battalions; flying personnel (480 people anticipated), technical personnel (650 people anticipated). The 1st Air Battalion was commanded by senior lieutenant Shalamin. The 2nd Technical Battalion was commanded by Major Engineer Ivan Trufanov. The following cycles were created in the 2nd Technical Battalion; exploitation - the commander was Maj. Eng. Michał Puchow, airframe - commanded by Lt. Col. Eng. Piotr Bakanowski, engine - commanded by Maj. Eng. Władysław Krajski, repair - commanded by Maj. Eng. Izydor Sićko, electro-radio equipment - commanded by Capt. Borys Belozerkow, on-board instruments - commanded by Capt. Vasil Yakowlenko, general education - commanded by Lieutenant Vasil Włudykin. The trainees themselves were under the command of Captain Andrzej Bojczuk organized in three school companies whose commanders were; Second Lt. Pilot Józef Berger, Lt. Bardecki and Junior Lieutenant Mikołaj Szapawałow. In addition, the school staff was organized in departments; school headquarters, training department, political and educational department, supply department and school aviation workshops. The permanent staff of the school, after numerous changes, already amounted to 1,347 soldiers, lecturers, instructors, supply and service specialists. There were few Poles among the officers. But as military historians emphasize, most of the Soviets worked devotedly and was devoted to the cause of the Polish Aviation. The following deserved great recognition: Major Iwan Trufanow, Lt. Col. Eng. Michał Puchow. Let us not be surprised at this. For them, Poland was the West. Some of the first Polish officers were, among others; Major Antoni Michalak, Second Lt Roman Pakuła, Second Lt Józef Lewicki.
On January 26, 1945, the final allocation to the trainees was made. The course in the 1st Air Battalion was started by 401 candidates for aviators, and in the 2nd Technical Battalion - 647 candidates for ground personnel. A total of 1,048 people. At the end of January 1945, the Polish Army Aviation Commander approved the training plan and the number of graduates of each specialization; airplane mechanics - 242 people, weapons mechanics - 92 people, special devices mechanics - 50 people, engine mechanics - 92 people, armaments dealers - 60 people, equipment dealers - 20 people, radio devices dealers - 20, special devices dealers - 20, foremen electrical devices - 20 people.
The first quarter of 1945 was very difficult for the functioning of the school. There were big problems with the supplies, from fuel and food to notebooks, textbooks and pencils. There were no teaching aids, diagrams or charts. Soviet lecturers did not know the Polish language, so important classes were conducted with the support of a few who knew the Russian language. The influence of the local underground in the Lublin region was strong, which made it difficult to introduce the new occupation. Soviet political officers appeared at the school. Instead of diminishing tensions and solving problems, they firmly persuaded the audience to "the only right socialist system". The situation did not improve when Polish political and educational officers nailed to the school. Single and collective desertions occurred more and more often. There were acts of sabotage, as well as attacks on Soviet soldiers. They did not feel safe outside the school and the airport grounds. It was not the Polish Army that was entirely Polish, and that was the problem. Let me remind you that until 1947, the Home Army troops had 300,000 soldiers under arms.
Due to its complex nature, the name of the school was given differently. Documents clearly indicate this. The name of the United Aviation School of the Polish Army is the most correct. The names were popping up; Central Aviation School of the Polish Army, Military Aviation School of the Polish Army.
On May 28, 1945, that is, after the end of hostilities, the first group of the most advanced received officer promotions and service assignments. A few remained at school as instructors. In general, during 1945, a few more Poles joined the staff; Second Lieutenant Józef Wirgin, Second Lieutenant Marian Kracher, Second Lieutenant Zbigniew Pelczarski, Second Lieutenant Antoni Mańkowski, Second Lieutenant Eugeniusz Stankiewicz, Captain Bolesław Fabisiak.
In 1945, it was planned to train about 3,000 specialists. However, it was too optimistic and humanly impossible. Ultimately, it was found that 1,170 graduates could be trained annually. Including 750 technical specialists (150 foremen and 600 mechanics) and 520 airmen.
In the spring of 1945, the training of flying personnel began. The school had 34 UT-2 and Po-2 aircraft at its disposal. However, the specificity of the Mokre Airport was revealed. It was actually wet. Mud and puddles at the airport effectively prevented the start of flights. The school's command decided to ferry the planes in the strength of three squadrons to the airports in Podlodowo and Dęblin. The porting took a long time, from March 10, 1945 to March 23, 1945. The ferrying was possible all the more because the front was already very far away.
Managing the school system has proved very difficult. That is why the school commander, by Order No. 121 of March 13, 1945, introduced the position of assistant commander for technical matters. It was Lt. Col. Piotr Bielika. This was followed by certain transformations of the school structures, which strengthened the scheme of separating the air part from the technical part. A few days later, the Polish Army Aviation Commander accepted these changes and applied to the Supreme Commander of the Polish Army to divide the United Aviation School of the Polish Army into two separate schools. Flying personnel would train in Dęblin, and technical personnel in Zamość. On March 31, 1945, the Supreme Command approved the request of the Polish Army Air Force Commander and on April 13, 1945 issued Order No. 86 Org, in which it ordered the school to be reorganized and to create two separate ones. On the basis of this Order, the school's commander, General Józef Smaga, issued Order No. 025 of April 20, 1945, ordering the creation of two separate schools by April 30, 1945.
Military Aviation Technical School in Zamość.
The reorganization led to an increase in the number of employees of the Military Aviation Technical School of the Polish Army to 1,388, which was an increase by 210 people. Although the school operated in the new structure from April 30, 1945, until December 1, 1945, not all positions were filled. Now its structure was as follows; Headquarters of the Staff with the human resources department and the general military department, training department, political and educational department, material and technical supply department. For that she was; service company, communications platoon, orchestra. The training battalion consisted of three companies. Col. Eng. Piotr Bielikow. The chief of staff was Lt. Col. Valerian Paganov. The deputy commandant for training, Major Ivan Trufanov. The politician was Captain Aram Okuniew. The cadres of Polish nationality were slightly more than 50%, and in addition they filled lower positions.
The dramatic shortages of aviation specialists of Polish nationality in the Polish Military Aviation forced the use of short courses. Already on May 22, 1945, the first promotion of graduates of the course for pre-war non-commissioned officers took place. For 12 of them, it was related to the promotion of officer technical services corps to become second lieutenants. The act of promotion was carried out by the commander of the officers' school of communications, Colonel Mikołaj Mackiewicz. As I wrote above, the communication school shared the barracks with the technical school. The next soldiers completed the accelerated course on June 16, 1945.
The living conditions in the barracks were difficult. Mainly due to the cramped environment. In the second half of 1945, supply difficulties continued. The hostility of the local inhabitants to the school was still hidden and open. Especially to those who wore Polish uniforms and did not speak Polish. The Polish Army Aviation Command intended to move the school to Warsaw to the barracks in Bernerowo (Bemowo). However, their renovation took a long time. According to the plan, the restocking of the school was to begin on May 20, 1945. However, it was not until July 9, 1945, when the first echelon with 24 carriages was delivered at the Zamość station. The porting was not completed until September 25, 1945. The training process was not interrupted, i.e. it continued in Zamość and Warsaw.
15th Backup Air Regiment.
In addition to the United Aviation School in Zamość, the 15th Reserve Aviation Regiment was also created, closely subordinated to the school. This unit occupied the Mokre Airport, located about 6 km from the school. The regiment was also called the 15th Independent Spare Air Regiment. Initially, it was commanded by Col. Flat. The regiment was officially formed in November 1944 on the basis of the Order No. 91 of the Supreme Commander of the Polish Army of October 31, 1944. Its core was the Soviet 16th School and Training Aviation Regiment from Kluczewka. (According to the full-time job No. 015/468 with the state of 1,353 people). The regiment was transferred to the Mokre Airport on November 26, 1944.
The changes that affected the school in Zamość in 1945 also had to affect the aviation regiment. On July 15, 1945, on the basis of the Order No. 00165 / org ND Polish Army of July 10, 1945, the regiment was transformed into the 15th Mixed Training and Training Regiment. At that time, the regiment was no longer based at the Mokre Airport. Less than two months had passed and the regiment was again transformed into the 1st Mixed Training and Training Regiment. It happened on the basis of the Order No. 0249 / org of the Supreme Command of the Polish Army of September 13, 1945.
These changes still did not meet the needs of education. They produced double-command situations; air school and regiment. More Orders were issued; No. 019 / org ND WP of January 22, 1946, and No. 015 of the Aviation Commander of the Polish Army of January 31, 1946. As a result, in February 1946, the regiment was disbanded, and its individual components were transferred to Dęblin (basic and combat aviation training) and to Warsaw (mechanics training), respectively.
Written by Karol Placha Hetman