Krakow
The Polish National Aviation Museum
Outdoor Display: Aircraft
Above: The prototype MiG-29 (NATO: Fulcrum) first flew on October 6th, 1977 and series production began in 1982. The displayed MiG-29UB 2-seat trainer `4115`was delivered to the air force of the German Democratic Republic (Lufstreitkräfte der NVA) in late 1980s. After German reunification, the MiG-29s were taken over by the Bundesluftwaffe, becoming the first type of Soviet aircraft operated by a NATO member country. The German MiG-29s were operated by the JG 73 Steinhoff, based at Laage near Rostock. In 2002 the Germans decided to retire the MiG-29s from service and sold them to Poland for a token sum of 1 Euro. After necessary overhauls they were assigned to the 41st Tactical Air Squadron at Malbork. Aircraft No `4115` was retired in 2007 and donated to the Museum in April of the following year.
Above: The Mikoyan-Gurevich MiG-21MF (NATO: Fishbed-J) was an upgraded export version of the third generation of the MiG-21 Soviet interceptor of the 1970s. This version was developed based on experience from Vietnam and the Arab-Israeli Wars, which proved the need for extra range and an increased weapons load. One of the subsequent variants produced was the MiG-21SM, powered by a new R-13-300 engine and featuring integral GSh-23 ventral cannon. The MiG-21MF, such as the one seen here, was produced for export in the years 1970–1975. The display aircraft, which carries the serial number 9107, was the aircraft of Major Dariusz Pacek, the CO of No.10 Fighter Regiment at Łask in Central Poland. The aircraft took part in the NATO Eagle’s Talon exercise and made eight missile launches to aerial targets.
Due to the large number of aircraft on display, only some of the images are captioned.
The above slideshow features a selection of the Museum`s Soviet era Eastern Block jets which are displayed outdoors.
Polish Air Force WSK PZL-Mielec Lim-6M (MiG-17) (NATO: Fresco), Ground Attack variant, serial number 606.
I believe this is the fuselage of ex-Polish Air Force AN-2T , serial number 5705, which has been at the museum for years but has since fallen into disrepair.
The slideshow below features some of the Museum`s `heavies`.
The Yakovlev Yak-40 (NATO: Codling) was designed in the mid-1960s as a passenger transport, primarily to operate on internal routes within the Soviet Union and Eastern Block countries, and had the capability to take-off from and land on short, unpaved airstrips.
More than 1000 of these aircraft were built. The basic version carried 32 people but many specialised models were developed including a VIP transport which carried just 13 passengers. The first Yak-40s were delivered to Poland in 1973 and, like the museum's example serial number 037, they were used as VIP transports by 36th Special Air Transport Regiment which was based in Warsaw. In late 80s Poland's national carrier LOT operated Yak-40s leased from the unit.
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The EM-10 Bielik (White-tailed Eagle) was the first jet in Poland to be designed by a private company, however, the aircraft never went into production, This mock-up was donated to the museum in 2002.
In 1997, aeronautical engineer Edward Marganski’s considered the concept of a composite jet trainer but the aircraft was intended not only for fighter pilot training, but also for simulated combat using electronics only as it could not carry weapons due to weight restrictions imposed by its construction. Within two years the full scale mock-up was presented to members of the National Aviation Council together with the proposed scheme for simulated combat use. |
After collecting funds sufficient for such an advanced project, the building of the prototype started but problems finding a suitable engine delayed the roll-out. The Bielik, powered with the General Electric J-85 engine, first flew on June 4, 2003 piloted by Wieslaw Cena. The aircraft was to have been produced in two versions: the military variant for basic and advanced training, aerobatics, navigation and low altitude flights - equipped with virtual combat system and the civil version, which was intended for aerobatics and mid-range low-altitude flights.
NATO and other non-Soviet Air Forces
It was operational in Denmark between June 1972 and December 1982 having flown with 723 Esk. Following restoration, it was intended that the Starfighter become a Gate Guard at Aalborg Air Base but the aircraft was donated to the Krakow museum in 2010. An ex-Belgian Air Force Dassault Mirage 5 BA is on the right.
The Saab Draken and Saab Viggen of the Swedish Air Force.
Harrier GR.3 number XW919 first flew on 23rd July 1971 and was subsequently delivered to No. 1 Squadron RAF in September of that year. It was while on duty in this unit that the plane suffered a serious accident caused by loss of engine power, however, the pilot ejected safely. Subsequently the aircraft served in No. 4. Squadron stationed at Gütersloh, Germany.
The Falklands War was undoubtedly when the iconic VTOL jet proved its worth in combat. In early May 1982, XW919 was dispatched to Wideawake Airfield on Ascension Island in the Atlantic, where it provided air cover prior to the arrival of Phantom FGR.2 aircraft. On June 8th, supported by four Handley Page Victor K.1 tanker aircraft, the aircraft accomplished a flight of almost 8-hours join the HMS Hermes. During the journey the Harrier suffered a navigation instruments failure, however it followed its wingman to make safe landing on the carrier’s deck.
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On July 12th, 1982 while attacking Argentinian artillery positions on Sapper Hill with bombs XW919 which was being flown by Flt. Lt. Murdo McLeod came under heavy anti-aircraft fire and was severely damaged, either by shrapnel or possibly an (British made) Argentinian Tigercat missile. Despite fire taking hold in the aft fuselage, the pilot nevertheless succeeded in returning safely to HMS Hermes. Following the incident, the plane was sent back to Britain on MV Contender Bezant the following month. The plane was later donated to the Polish Aviation Museum.
SEPECAT Jaguar GR.1, serial number XX 730, was built in 1974 and served with No.6 Squadron RAF until 1985, after which it was used for ground instruction at the Defence College of Aeronautical Engineering (DCAE) at Cosford.
Above: Ling-Temco Vought A-7P Corsair II was one of 50 purchased by the Portuguese Air Force in the early 1980s. Following retiral, the aircraft was put on display at the Museum of the Portuguese Air Force and the The Krakow museum exchanged it for a Mig-21 PFM.
The Republic F-105 Thunderchief was designed in the 1950s for deep penetration of enemy territory and had a nuclear strike capability. First the single seat combat version the F-105B was developed, then the upgraded single-seat F-105D and two-seat combat trainer F-105F.
The F-105D was used extensively by the USAF during the Vietnam War, flying numerous ground attack missions against tragets in North Vietnam from Korat and Takhli bases in Thailand, however, the type suffered heavy losses. Modified two seat F-105Fs and its upgraded variant, the F-105G served as specialised enemy air defence suppression aircraft (so-called Wild Weasels). |
The aircraft on display, number 59-1822, is one of the most famous Thunderchiefs of the Vietnam war. It was assigned to 355th Tactical Fighter Wing, based at Takhli, Thailand and was flown by a pilot of Polish origin, Major Donald Kutyna, who gave it individual name `The Polish Glider`. The USAF Museum donated the aircraft to the Polish Museum at Krakow.
Agricultural Aircraft
PZL M-15: By the end of the 1960's, the Soviet state was importing a massive amount of food to feed its citizens and, in an effort to increase its own crop production, authorities looked to develop agricultural aviation. Piston-engine Antonov An-2s were already used in this role but considered obsolete, so a new aircraft was required which had to be more fuel-efficient and increase the crop-dusting chemical payload.
In 1972, in the Soviet Union, a study which included representatives from Polish aviation, established the new agricultural aircraft concept with a design by R.A. Ismailov showing the most promise. It suggested utilising the twin flow Ai-25 turbojet engine, which was in widespread use, both in civil and military aviation, to power the aircraft. This engine powered the Soviet Yak-40 executive jet, and the Czechoslovak L-39 Albatros among others therefore servicing costs would be relatively favourable and straightforward.
In 1972, in the Soviet Union, a study which included representatives from Polish aviation, established the new agricultural aircraft concept with a design by R.A. Ismailov showing the most promise. It suggested utilising the twin flow Ai-25 turbojet engine, which was in widespread use, both in civil and military aviation, to power the aircraft. This engine powered the Soviet Yak-40 executive jet, and the Czechoslovak L-39 Albatros among others therefore servicing costs would be relatively favourable and straightforward.
In December 1971, The Soviets signed an agreement with Poland to finalise the design of the twin-boom M-15 jet biplane. The engine was positioned over the short fuselage and under the upper wing to protect it from flying stones and other debris. Two hoppers were placed on both sides of the fuselage, between the wings and the sealed cockpit offered protection against residual chemical spill. Behind the pilot, there was a compartment for two technicians.
The M-15 prototype first flew in January 1975. On the next prototypes, the air exhaust was shortened and the shape of the hoppers, containing 2,200kg of chemicals, was changed. Other versions of the aircraft were also envisaged with serial production starting in 1976. An M-15 was presented at the 1977 Paris Air Show but the aircraft proved to be a major disappointment, being very expensive to operate and maintain. By the time production ceased, 175 M-15s had been produced.
The M-15 prototype first flew in January 1975. On the next prototypes, the air exhaust was shortened and the shape of the hoppers, containing 2,200kg of chemicals, was changed. Other versions of the aircraft were also envisaged with serial production starting in 1976. An M-15 was presented at the 1977 Paris Air Show but the aircraft proved to be a major disappointment, being very expensive to operate and maintain. By the time production ceased, 175 M-15s had been produced.
There are two PZL-106 Kruk (Raven) crop-dusters on display, one of which (s/n 05005) (top left) is one of seven pre-series machines. It was first flown in March 1975, almost two years after the very similar first prototype took to the air. The LiT-3S radial powering these early planes was the prototype modification of the LiT-3 (Polish-built Ivchenko AI-26) helicopter engine which became a forerunner of the PZL-3S and -3SR engines used in the production PZL-106 aircraft. The Kruk was designed by Andrzej Frydrychewicz as a descendant of the PZL-101 Gawron (Crow).
WW2 Era
Amiot AAC.1 Toucan (Junkers Ju 52/3m g14e): This civilian and military transport aircraft was designed by Junkers in 1932. In Germany, the new aircraft was nicknamed `Tante Ju` (`Auntie Ju`). The type served in numerous airlines worldwide and the Luftwaffe ordered their first JU-52s in 1934. When the Spanish Civil War began in July 1936, Germany backed general Franco's Nationalists and these aircraft flying with the German Condor Legion operated as transports and bombers. Three squadrons of Kampfgruppe 88 made repeated attacks on Republican port facilities and supported the Nationalists during the Battle of Madrid. By the middle of 1937 they were considered obsolete as bombers, but proved valuable in a cargo or troop carrying role. After the war, Spain license-manufactured 170 examples designated the CASA 352.
During World War II the Ju 52/3m became a workhorse for the Luftwaffe, serving on all German fronts. As a bomber it served on only two occasions, both being the bombing of Warsaw, first in September 1939 during the initial invasion and during in 1943 during the Warsaw Ghetto Uprising. One of the most famous operations involving the JU-52 was the German airborne invasion of Crete in 1941 where almost 500 were utilised.
After the war, another 415 examples were manufactured, designated the AAC.1 Toucan. The French used the Toucan during colonial wars in Madagascar, Indochina and Algeria from 1947 to 1960. The example on display was manufactured by AAC in 1946. Until 1960 it served in French Air Force. Subsequently, it became a part of a batch of 16 AAC.1s sold to Portugal in the December of that year. The Portuguese Air Force used the AAC.1 code number 6316 until 1971 after which it was donated to the Imperial War Museum Duxford, where it underwent repairs and painted to represent a Luftwaffe machine which operated on the eastern front in 1942. The aircraft was put up for sale in 2012 and subsequently purchased by the Polish Aviation Museum.
Below: Lisunov Li-2 is a licensed US Douglas DC-3, NATO code name: Cab. In 1938, the Soviet Union bought the licence to build these iconic aircraft but made a number of changes to the airframe before large-scale production began the following year. The structure was strengthened and the planes were fitted with a de-icing facility which enabled them to operate even in extremely low temperatures. Initially, the transports served with Aeroflot airlines as well as military units and in 1941 the aircraft's designation was changed to the Li-2.
During the war, the Li-2 aircraft flew numerous missions including delivering vital supplies to the besieged city of Leningrad. During 1943 and 1944 Li-2s were used by the Polish Independent Special Battalion. The example on display comes from the 1943 production batch which was used by the Soviet Air Force between 1943-1945. After the war, the aircraft was handed over to the Poles and between 1950-1974 was in service with the Officers Flying School in Dęblin. It then flew to Krakow-Balice airfield and subsequently was transferred to the Museum.
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