Polish Aviation Museum

Table of Contents

Export
Map
List of accident victims
Ferry flights
Publications
About the project

Export of agricultural aviation services

Agricultural aviation services are characterised by seasonality related to the plant growth cycle and pest occurrence. In Poland, the dead periods were winter and the summer harvest season. Growing agricultural aviation companies therefore began looking for employment for their crews and aviation equipment during these dead periods. The Arab countries turned out to be such a place, constituting the largest market for Polish agricultural aviation services from the mid-1960s onwards. Many countries in the region had gained independence and were striving to increase agricultural production, both for export and to feed their own populations. The large cotton-growing areas there, at a time when demand was high and cotton was the main export commodity, as in Egypt and Sudan, as well as increasing cereal crops, required the use of greater quantities of aviation equipment.

PZL M-18A Dromader VH-NIJ - Firefighting Dromader in the antipodes – Busselton, Western Australia, 2004 • CC-BY-SA 3.0 Nachoman-au via WC

Local agricultural aviation companies did not yet exist or did not have sufficient equipment and personnel. In Poland at that time, serial production of several types of agricultural aircraft and helicopters had begun, and there was a significant number of trained flying personnel. The periodic invasions of locusts and Quelea birds occurring in these countries required the rapid deployment of additional aircraft, and Polish companies had the equipment and personnel available domestically and could quickly put them to work. Moreover, our An-2 aircraft, with their long range and ability to operate independently in difficult terrain conditions, gave an advantage over small Western-manufactured aircraft. For work abroad, our crews received payment in hard currency (convertible currencies of capitalist countries), though it was significantly lower than for crews from Western countries. Similarly, the requirements regarding living conditions for our crews were not excessive, which made our contracts very price-competitive.

Polish agricultural aviation companies at that time were organisationally linked to aircraft manufacturers (WSK Mielec, WSK Okęcie, WSK Świdnik), which greatly facilitated the rapid acquisition of new equipment, spare parts, overhauls and service personnel. This gave a major advantage over small local firms. These factors therefore favoured the obtaining of foreign contracts. In most of these countries, we operated as subcontractors to local firms during periods of increased demand for work. These firms ensured fuel supplies and maintained contact with crop owners. In Sudan and Egypt, however, operations were conducted independently, relying only on local agents to meet tender requirements. All fuel supplies, transport and financial handling were on the Polish side. In accordance with the rules prevailing at the time, agricultural aviation enterprises as the main service provider could only enter into foreign contracts through foreign trade centrals. For agricultural aviation and the aviation industry, this central was Motoimport and later PHZ Pezetel. When carrying out foreign services, it was necessary to obtain visas and diplomatic clearances for overflight through the territories of countries along the route, permits for aircraft and crew operations in the country where services were performed, customs clearances and provision of financial resources for redeployment and contract start-up, and later collection of payments for work. These matters were handled by Pezetel.

After the political changes of 1989, enterprises could already conduct this scope of work independently. Matters of equipment and crew preparation were the responsibility of the main contractor. During contracts, due to health and accident risks, the team included Polish doctors and representatives of aviation supervision. In 1969, enterprises from COMECON countries concluded the so-called “Bucharest agreement”, which aimed at exchanging experience in technical, operational, training and flight safety matters, as well as providing mutual assistance during peak work periods. Most of these countries used Polish-manufactured equipment for agricultural aviation work. Under this cooperation, Polish aircraft and helicopters repeatedly worked in these countries. Similarly, in situations of greater demand for equipment in “hard currency” countries, aircraft from COMECON countries were contracted for work in Poland. It should be noted that only Poland and, to some extent, Bulgaria provided services in hard currency countries.

Countries where agricultural aviation services were performed

services performed by fixed-wing aircraft: Algeria, Saudi Arabia, Austria, Bulgaria, Chile, Czechoslovakia, Egypt, Ethiopia, Finland, Spain, Iran, Libya, Mali, Nigeria, German Democratic Republic (GDR), Pakistan, Portugal, Sudan, Syria, Tunisia, Hungary (21 countries);
services performed by helicopters: Czech Republic, Egypt, Spain, Iran, Cameroon, Libya, Mali, Nigeria, GDR, Portugal, Sudan, Hungary (12 countries); total: 22 countries.

No.	country	period of work	types of work	aircraft types	notes
1	ALGERIA	1974, 1975, 1988, 1989, 2004, 2005	wheat spraying, locust control	An‑2, M-18, PZL‑106
2	SAUDI ARABIA	1998, 1999	palm spraying, locust and mosquito control	PZL‑106BT
3	AUSTRIA	1966–1970	fertilising, spraying	PZL‑101
4	BULGARIA	1956, 1964	forest dusting	CSS‑13, PZL‑101
5	CHILE	1999–2005	forest fire fighting	M-18
6	CZECHOSLOVAKIA	1984, 1986–1991	liquid fertilising, spraying	An‑2, Mi‑2
7	EGYPT	1967–1991	cotton, wheat, palm and rice spraying	PZL‑101, PZL‑106, An‑2	own maintenance base
7	EGYPT	1975–1985, 1990–1995	water hyacinth, locust and mosquito control	Mi‑2	own maintenance base
8	ETHIOPIA	1973–1988	cotton and wheat spraying, food deliveries (UN)	An‑2, PZL‑106AS
9	FINLAND	1962	field and forest fertilising	PZL‑101
10	SPAIN	1988–1990	fire fighting, pilot training	M-18
10	SPAIN	1989 – present	forest fire fighting	Mi‑2, W‑3
11	IRAN	1985–2005	wheat, cotton and palm spraying, pilot training, servicing Iranian M-18 aircraft	An‑2, PZL‑106BT
11	IRAN	1973, 1977		Mi‑2
12	CAMEROON	1980	locust control	Mi‑2
13	LIBYA	1968, 1969, 1973–1975	fertilising, palm spraying, grass seeding, sand stabilisation	PZL‑101, An‑2, Mi‑2
14	MALI	1986, 1987, 1990–1993	locust control, cargo transport	An‑2, L‑410, Mi‑2
15	NIGERIA	1977–1979	herbicides, sugar cane spraying, locust and bird control	An‑2, Mi‑2
16	GDR	1973–1976, 1980, 1985–1990	fertilising	An‑2, PZL‑106B, Mi‑2
16	GDR	1984	gypsy moth control in forests	An‑2, PZL‑106B, Mi‑2	45 aircraft
17	PAKISTAN	1976	cotton spraying	An‑2
18	PORTUGAL	1987, 1989, 1993–1995, 1999–2010	forest fire fighting	M-18
18	PORTUGAL	1989, 1990, 1996, 1997	forest fire fighting	Mi‑2, W‑3
19	SUDAN	1967–2009	cotton, wheat, sunflower and sugar cane spraying; water hyacinth, locust, bird and mosquito control	PZL‑101, PZL‑106A, B, AS, BS, BT, An‑2	own aircraft maintenance base, ground equipment and fuel and spare parts warehouses total flight time 194 000 hrs, 19 million ha sprayed
19	SUDAN	1977, 1978		Mi‑2
20	SYRIA	1980, 1981, 1984	wheat spraying	An‑2, PZL‑106AS, M‑18
21	TUNISIA	1964, 1975, 1976, 1979, 1980, 1983	cereal and citrus spraying	PZL‑101, An‑2
22	HUNGARY	1979, 1980, 1987, 1988	fertilising	An‑2, PZL‑106

Countries where Polish agricultural aircraft were exported

M-18: Argentina, Australia, Brazil, Bulgaria, Chile, China, Czechoslovakia, Greece, Spain, Iran, Yugoslavia, Canada, Cuba, Morocco, Nicaragua, GDR, Portugal, Eswatini, Trinidad and Tobago, Turkey, USA, Venezuela, Hungary, Italy (24 countries);
An-2: Brazil, Bulgaria, Czechoslovakia, France, Netherlands, Iraq, Yugoslavia, Colombia, North Korea, Cuba, Mongolia, Nicaragua, GDR, Romania, Turkey, Venezuela, Hungary, United Kingdom, Vietnam, USSR (20 countries);
PZL-101: Austria, Bulgaria, Finland, Spain, India, Turkey, Venezuela, Hungary, Vietnam, USSR (10 countries); PZL-106: Argentina, Brazil, Czechoslovakia, Egypt, Ecuador, Eritrea, Spain, Nicaragua, GDR, South Africa, Hungary (11 countries); total: 41 countries.

Map

Map showing locations associated with Polish agricultural aviation, 1980s period. Click on a marker to see the name of the facility. In the top right corner of the map you can switch to satellite view.

Legend

agricultural aviation enterprises and bases

industrial plants

agricultural pilot training centres

present-day museum exhibitions of agricultural aviation equipment

primary route to Egypt

route to Sudan

route to Ethiopia

List of accident victims

No.	year	first name	last name	position	country	agro company	aircraft type
1.	1965	Przemysław	Bronikowski	pilot	Poland	LZUG	PZL-101
2.	1966	Henryk	Wasilewski	pilot	Austria	Gluck	PZL-101
3.	1968	Leszek	Weber	pilot	Poland	PUL 1	PZL-101
4.	1969	Marek	Adamczewski	pilot	Poland	PUL 1	PZL-101
5.	1971	Jan	Wysocki	pilot	Poland	PUL 1	PZL-101
6.	1971	Seweryn	Przybylski	pilot	Poland	PUL 1	PZL-101
7.	1971	Bogdan	Dziedzic	pilot	Egypt	PUL 1	An-2
8.	1973	Antoni	Gromadzki	pilot	Egypt	ZUA	PZL-101
9.	1974	Zdzisław	Jakubisiak	pilot	Egypt	ZUA	PZL-101
10.	1974	Zdzisław	Papszun	pilot	Egypt	ZUA	PZL-101
11.	1975	Marian	Łuszpiński	pilot	Egypt	ZUA	PZL-101
12.	1975	Henryk	Kaczmarek	pilot	Poland	ZUA	An-2
13.	1975	Robert	Szczególew	flight eng.	Poland	ZUA	An-2
14.	1976	Ireneusz	Zapaśnik	pilot	Egypt	ZUA	PZL-101
15.	1976	Witold	Makulski	pilot	Poland	ZUA	An-2
16.	1976	Wiesław	Witkowski	flight eng.	Poland	ZUA	An-2
17.	1977	Józef	Kowalski	pilot	Egypt	ZUA	PZL-101
18.	1977	Marek	Walasek	pilot	Egypt	ZUA	PZL-101
19.	1977	Jan	Tomaszewski	pilot	Egypt	ZUA	PZL-101
20.	1977	Jerzy	Plichta	pilot	Egypt	ZUA	PZL-101
21.	1978	Ziemowit	Lewandowski	pilot	Egypt	ZUA	PZL-101
22.	1978	Lucjan	Jankowski	pilot	Egypt	ZUA	PZL-106
23.	1978	Henryk	Przybyszewski	pilot	Sudan	ZUA	PZL-101
24.	1978	Zenon	Nyderek	pilot	Poland	ZUA	An-2
25.	1978	Wiesław	Hebda	driver	Poland	ZUA	An-2
26.	1980	Grzegorz	Cichoń	pilot	Poland	ZUA	PZL-101
27.	1980	Mirosław	Grześków	ground mech.	Poland	ZUA	PZL-101
28.	1980	Marian	Wyrzykowski	flight eng.	Poland	ZUA	An-2
29.	1980	Kazimierz	Bociarn	pilot	Poland	ZUA	An-2
30.	1980	Eugeniusz	Lichnerowicz	flight eng.	Poland	ZUA	An-2
31.	1981	Ryszard	Timoszyk	pilot	Egypt	ZUA	PZL-106
32.	1982	Kazimierz	Bera	pilot	Poland	ZUA	An-2
33.	1982	Marek	Ciszewski	flight eng.	Poland	ZUA	An-2
34.	1982	Zbigniew	Powierza	ground mech.	Egypt	ZUA	PZL-106
35.	1984	Witold	Wyrzykowski	pilot	Egypt	ZUA	PZL-106
36.	1984	Józef	Gracz	pilot	Sudan	ZUA	PZL-106AS
37.	1984	Jerzy	Stachurski	pilot	Poland	WSK Mielec	M-18
38.	1986	Ryszard	Matuszewski	pilot	Poland/Egypt	ZUA	PZL-106
39.	1987	Grzegorz	Cisielski	pilot	Poland	ZEUŚ	Mi-2
40.	1987	Marek	Głowacz	pilot	Poland	ZEUŚ	Mi-2
41.	1987	Henryk	Konieczka	pilot	Hungary	ZUA	An-2
42.	1987	Roman	Murzyn	flight eng.	Hungary	ZUA	An-2
43.	1988	Andrzej	Kościelniak	pilot	Poland	ZUA	PZL-104
44.	1988	Andrzej	Lewandowski	pilot	Poland	ZUA	An-2
45.	1988	Pelagia	Majewska	pilot	Portugal	ZUA	M-18
46.	1988	Michał	Golonka	pilot	Sudan	ZUA	An-2
47.	1988	Andrzej	Stefaniak	flight eng.	Sudan	ZUA	An-2
48.	1988	Andrzej	Jukowski	pilot	Poland	ZEUŚ	Mi-2
49.	1988	Marek	Banecki	mechanic	Poland	ZEUŚ	Mi-2
50.	1988	Tomasz	Mańka	pilot	Poland	ZEUŚ	Mi-2
51.	1988	Jerzy	Sadło	pilot	Poland	ZEUŚ	Mi-2
52.	1988	Zbigniew	Tworek	pilot	Nigeria	ZEUŚ	Mi-2
53.	1988	Witold	Wisniewski	pilot	Poland	WSK Mielec	M-18
54.	1988	Sławomir	Wolny	pilot	Poland	PUL 2	M-18
55.	1989	Jerzy	Goluch	pilot	Poland	ZEUŚ	Mi-2
56.	1989	Wiesław	Kużlik	pilot	Poland	ZEUŚ	Mi-2
57.	1989	Adam	Góralski	mechanic	Poland	ZEUŚ	Mi-2
58.	1989	Jan	Sikora	pilot	Poland	ZUA	M-18
59.	1990	Piotr	Samul	pilot	Poland	ZUA	An-2
60.	1990	Kazimierz	Krakowiak	flight eng.	Poland	ZUA	An-2
61.	1992	Krzysztof	Gutsche	pilot	Poland	Aerogryf	Zlin
62.	1995	Janusz	Król	pilot	Poland	ZUA	M-18
63.	1996	Jan	Drzazga	pilot	Poland	Heliseco	Mi-2
64.	1998	Janusz	Kacprowski	pilot	Spain	Aerogryf	M-18
65.	1999	Józef	Gajda	pilot	Sudan	ZUA	PZL-106BT
66.	2001	Krzysztof	Smyk	pilot	Poland	ZUA	PZL-104
67.	2003	Zdzisław	Brzoza	flight eng.	Iran	ZUA	An-2
68.	2005	Piotr	Gaudy	pilot	Poland	ZUA	PZL-104

Ferry flights

Pyramids of Giza

The most important, earliest and longest-operating destination for foreign agricultural aviation services was Africa, particularly Egypt and Sudan, where services began in 1967. In Egypt, they lasted until 1991 (24 years) and in Sudan until 2009 (42 years). In both countries in the 1960s, there were large cotton plantations which formed the basis of the economy and exports of these countries. These crops required protection from pests and only aircraft could guarantee it. The emerging local companies did not have sufficient equipment and personnel, while in Poland the production of several types of aircraft had begun and we had a significant number of pilots with experience in performing agricultural aviation services domestically. From 1967, 40-60 aircraft and helicopters participated in annual contracts.

The spraying seasons in Egypt and Sudan did not overlap, which allowed the equipment to be used consecutively in both countries. Work in Egypt lasted from May to August and in Sudan from September to February. Aircraft flew mostly under their own power between Poland and Egypt and Sudan through Europe and the Mediterranean Sea, and further across the Nubian Desert. Initially, a small number of PZL-101 aircraft were sent by sea freight to Alexandria, and a few even by transport aircraft. The destination of the ferry flights was the agricultural aviation technical base in Egypt – Benha, located 50 km north of Cairo, and in Sudan – Hassaheisa, 140 km south of Khartoum. PZL-101 aircraft, after being ferried from Poland, worked in Egypt from May to August, then flew to Sudan where they worked from September to February, and then returned to Egypt where they were prepared for the next season and no longer returned to Poland.

The An-2 aircraft, on the other hand, flew annually as needed to Egypt in May and to Sudan in August and returned to Poland to take part in spring operations domestically. From 1976, after the start of production of the modern and safer PZL-106 Kruk aircraft, these flew to Egypt and gradually replaced the PZL-101 aircraft, which were withdrawn from service and scrapped in Egypt. After 1991, when agricultural operations in Poland and services in Egypt ended, An-2 and PZL-106 aircraft remained in Sudan. Only newly manufactured PZL-106 Kruk BT aircraft (with turbine engine) and An-2s flew from Poland as supplementary aircraft for additional operations. The bases in Egypt and later in Sudan also served as technical support facilities for aircraft flying out to work in Ethiopia or other countries in the region where contracts had been concluded.

Organisation of the ferry flight

When planning group ferry flights, the route was determined, crews and group leaders were assembled. Diplomatic clearances for overflight were sought, visas for crews were arranged, and financial resources were planned for airport fees, fuel, hotels and per diems. Maps and other navigation information for each crew were prepared for the route. These were contained in the so-called navigation folder of the given group, which included, among other things, start and landing procedures for all airports planned for landings and alternates, together with a dictionary of basic radio communication phrases in English. The technical department assigned specific aircraft with sufficient remaining airframe and engine service life, gathered spare parts for the group for the ferry flight and for transport as freight.

The required safety equipment for overwater flights and “desert” rations for the flight between Egypt and Sudan were prepared. Initially these were life jackets and a life raft on the leader’s aircraft, and later immersion suits for each crew member as well as radio beacons to signal the location of a possible aircraft ditching. For flying over the desert, a supply of water, food, and signal flare pistols with cartridges were required. Each participant received a tropical uniform, thermos, etc. The validity of aviation medical examinations and vaccination dates in each participant’s international yellow health book was checked, as well as individual contracts for participation in the assignment.

Group composition

In addition to aircraft crews, the group included a so-called leader, who was the group commander. This was an experienced pilot with knowledge of radio procedures in English and the ability to act independently in unusual situations. He had many duties. During the flight he conducted navigation and radio communication with air traffic control authorities of the countries and airports on the route and with the group’s aircraft. At airports where groups landed, he contacted airport services, border guards and customs, ordered fuel for the group and other necessary services, filed the flight plan and requested weather reports for the next flight leg, and based on the information obtained, decided on the feasibility of continuing the flight.

He made payments for fuel, oil and landing fees, and organised transport for crews to the hotel. The pilot of one of the aircraft flying in the last position was the so-called vice-leader, whose duty was to replace the leader if he could not perform his function, but also to observe all the group’s aircraft and possibly provide assistance to an aircraft falling behind during the ferry flight or during an emergency landing. A chief technician was designated within the group, who was an experienced aircraft mechanic. He was responsible for the technical condition of the aircraft, conducting their inspections at stopover locations, supervising refuelling with fuel and oil, securing aircraft during stops at airports – anchoring them, fitting covers and control locks. Usually, aircraft flew in groups of 5-6 aircraft of the same type. During ferry flights of single-seat aircraft, the group included at least one An-2, in which the group leader, mechanics for those aircraft, spare parts flew, and a life raft and radio beacon were carried.

Primary ferry route

Groups of aircraft departed on scheduled dates after customs clearance of the aircraft and transported freight. The ferry flight from Poland to Sudan usually took 8-10 days. A distance of approximately 5,000 km was covered. Ferry flights to Africa took place in summer in good weather conditions along the route. The only threats were variable meteorological conditions over mountains and sandstorms in northern Sudan. Return flights, however, were made in winter months and due to unfavourable weather conditions lasted up to 3-4 weeks. Aircraft engines after a full season showed high oil consumption. In mountainous areas of Bulgaria, Yugoslavia and the Tatras, winter conditions prevailed, with low cloud ceilings and icing risks. Group ferry flights were conducted in so-called VFR conditions (with ground visibility) during the day and with mutual visibility – usually at an altitude of about 3,000 m.

Sometimes, in worse atmospheric conditions but with better visibility at lower altitudes, flights were conducted at altitudes of about 150 m above terrain, which however required higher pilot qualifications and somewhat more thorough navigational route preparation. In prolonged bad weather conditions, ferry flights were made by individual aircraft with additionally dispatched pilots holding instrument flight qualifications, i.e., in so-called IFR conditions. However, this significantly increased costs. On the Warsaw – Cairo – Khartoum route, aircraft made intermediate landings for overnight stops and refuelling at airports and desert airstrips. Typically these were: Budapest, Belgrade, Sofia, Thessaloniki, Heraklion in Crete or Larnaca on Rhodes, Alexandria, Benha (agricultural aviation base in Egypt), Luxor, desert airstrips in Sudan – Wadi Halfa, Station 10, and the final destination – Khartoum. From there, after customs clearance and other formalities, the aircraft flew to the agricultural aviation base in Hassaheisa. At the desert airstrips in Sudan, own fuel and oil supplies were sent ahead of ferry flights.

Ferry flights were also carried out on parallel alternative routes depending on actual weather along the route, aircraft type, their navigation equipment, crew qualifications or other circumstances. An event more in the sporting than professional category were the early ferry flights to Egypt and Sudan of PZL-101 Gawron aircraft, particularly across the Mediterranean Sea. These aircraft had no radios and the basic navigation instrument was a KI-13 compass with a 4 cm diameter. During a group ferry flight of 5 aircraft, only the leader aircraft had a radio and the others had to “sit on the leader’s tail” and repeat his manoeuvres. The scale of these operations is demonstrated by the fact that in the peak years of 1976-1989, each spring approximately 40 aircraft were ferried towards Africa, and in winter the same number returned to the country. Newly manufactured aircraft from WSK Okęcie also flew to Egypt during this period. In addition to ferry flights through Egypt, redeployments to other regions were also carried out on the same principles, such as to Iran through the USSR, to Portugal through southern Europe and further to Algeria via Gibraltar.

Ferry route of Polish aircraft to Africa

Route to Egypt – primary route

	Distance – km	An-2, PZL-106 Flight time in hrs V=160 km/h	PZL-101, 104 Flight time in hrs V=120 km/h	Notes
Warsaw – Kraków	255	1h30	2h08	customs and passport clearance
Kraków – Budapest	300	1h40	2h30
Budapest – Belgrade	300	1h40	2h30
Belgrade – Thessaloniki	540	3h00	4h35
Thessaloniki – Crete (Heraklion)	645	3h35	5h15
Crete – Alexandria	665	3h45	5h20	customs and passport clearance
Alexandria – Benha	145	0h50	1h12	Polish agricultural aviation base
Total to Egypt	2850	14h25	23h30
Fuel consumption per aircraft		2560 l	840 l
Flying days – minimum		4 to 6	5 to 7

Route to Sudan

	Distance – km	An-2, PZL-106 Flight time in hrs V=160 km/h	PZL-101, 104 Flight time in hrs V=120 km/h	Notes
Benha – Luxor	610	3h21	5h03
Luxor – Wadi Halfa	445	2h30	3h43
Wadi Halfa – Station 10	280	1h35	2h19
Station 10 – Khartoum	522	2h55	4h21	customs and passport clearance
Khartoum – Hassaheisa	125	0h42	1h00	Polish agricultural aviation base
Total Egypt – Sudan	1982	11h06	16h26
Fuel consumption per aircraft / l		1780	580
Flying days – minimum		3 to 4	4 to 5

Route to Ethiopia

	Distance – km	An-2, PZL-106 Flight time in hrs V=160 km/h
Khartoum – Addis Ababa	990	6h10

The routes shown in the table were used most frequently. Alternative routes were also used, e.g. via Sofia or the island of Rhodes, depending on meteorological conditions along the route, aircraft type, their navigation equipment, crew qualifications or other circumstances.

Publications

Selected literature:

Robert Rowiński, Polskie agrolotnictwo. Wydawnictwo Uniwersytetu Warmińsko-Mazurskiego, Olsztyn 2003
F. Borodzik, H. Kamiński, J. Krężałek, Lotnictwo gospodarcze. Wydawnictwa Komunikacji i Łączności, Warszawa 1969
Lesław Karst, Polskie skrzydła nad Sudanem. ZP Grupa, Warszawa 2008
Barbara Głowacka (ed.), Zabiegi agrolotnicze w ochronie lasu. Centrum Informacyjne Lasów Państwowych, Warszawa 2009 • PDF
Janusz Chojecki, Józef Oleksiak, Mieleckie samoloty na niebie świata, „Biblioteka Historyczna Instytutu Lotnictwa”, Instytut Lotnictwa, Warszawa 2013
Paweł Zalewski (ed.), Historia Lotnictwa w Polsce. Carta Blanca, Warszawa 2011
Jerzy R. Konieczny, Kronika lotnictwa polskiego 1945–1981. „Biblioteczka Skrzydlatej Polski”, Wydawnictwa Komunikacji i Łączności, Warszawa 1984
Norman Berndt Akesson, Wesley E. Yates, The Use of Aircraft in Agriculture. Food & Agriculture Organization of the United Nations, Rome 1974 • Google Books
Janet R. Daly Bednarek, Michael H. Bednarek, Dreams of Flight: General Aviation in the United States. Texas A&M University Press, 2003 • Google Books
W. Britt (Federführung), Agrarflug in der DDR. VEB Deutscher Landwirtschafsverlag Berlin, 1973
Lesław Karst (ed.), Wspomnienia agrolotników. Historyczna, Warszawa 2011
Lesław Karst (ed.), Polscy agrolotnicy na świecie. Wspomnienia z pracy w różnych krajach. GRETZA, Warszawa 2014
Wiesław Cygański, Na skrzydłach losu • PDF
Józef Wójtowicz, Urlop w agrolotnictwie. Website gorpol.pl
Zbigniew Bukowski, Łut szczęścia. ISBN: 83-88784-43-9
Stefan Weker, Podniebna ruletka. Mazurska Agencja Wydawniczo-Handlowa Alka
Kazimierz Domrazek, Impresje spod cumulusa
Witold Koehler, Skrzydła nad lasem
Józef Wójtowicz, Urlop w agrolotnictwie. Website gorpol.pl
Problemy rozwoju samolotu PZL-106 Kruk, „Polska Technika Lotnicza. Materiały historyczne” nr 4 • PDF
Samolot M-18 Dromader, „Polska Technika Lotnicza. Materiały historyczne” nr 12 • PDF
Samolot M-15 Belphegor, „Polska Technika Lotnicza. Materiały historyczne” nr 14 • PDF
Problemy polskich modyfikacji Po-2 i CSS-13, „Polska Technika Lotnicza. Materiały historyczne” nr 28 • PDF
Problemy rozwoju samolotu PZL-101 Gawron, „Polska Technika Lotnicza. Materiały historyczne” nr 31 • PDF
Polskie pomiary zabiegów agrolotniczych, „Polska Technika Lotnicza. Materiały historyczne” nr 50 • PDF
Polskie wersje gaśnicze samolotów i śmigłowców, „Polska Technika Lotnicza. Materiały historyczne” nr 51 • PDF
Samolot wielozadaniowy PZL An-2 Antek, „Polska Technika Lotnicza. Materiały historyczne” nr 93 • PDF

About the project

Agricultural aviation at MLP — Polish agricultural aircraft

Agricultural aviation at the MLP

Outdoor exhibition of Polish agricultural aviation equipment • MLP archive

This website was created as a supplement to the exhibition of Polish agricultural aviation equipment, developed in cooperation with the Warsaw Senior Aviators’ Club (WKSL). A team was established within WKSL to deal with this subject, composed of: Lesław Karst, Jerzy Jędrzejewski, Robert Rowiński and Stefan Weker. WKSL website: www.wksl.waw.pl.

Credits

text: Lesław Karst, Dawid Karamon editorial supervision: Lesław Karst design and development: Dawid Karamon

Citation sources

start: Liga Obrony Powietrznej i Przeciwgazowej na Powszechnej Wystawie Krajowej, „Lot Polski” 1929, nr 7, s. 2–4.

Agricultural aviation in the world

need: Alfred Zimmermann, Kaiserliches Patentamt. Patentschrift Nr 247028. Website DEPATISnet
beginnings: Jadwiga Pitulanka, Samolot na usługach zwalczania szkodników, Kraków 1936, no page numbers
golden age: Robert Rowiński, Historia stosowania zabiegów agrolotniczych w leśnictwie, in: Barbara Głowacka (ed.), Zabiegi agrolotnicze w ochronie lasu, Centrum Informacyjne Lasów Państwowych, Warszawa 2009, p. 14
war: Kim Coleman, A History of Chemical Warfare, Palgrave-Macmillan, Houndmills-New York 2005, p. 90–91
problems: Wojciech Sobociński, Wielkie trucie, „Las Polski” 19/2005, p. 26
future: Robert Rowiński, Zalety i wady zabiegów agrolotniczych, in: Barbara Głowacka (ed.), Zabiegi agrolotnicze w ochronie lasu, Centrum Informacyjne Lasów Państwowych, Warszawa 2009, p. 37

Agricultural aviation in Poland

beginnings: A. Zdankiewicz, after: Jadwiga Pitulanka, Samolot na usługach zwalczania szkodników, Kraków 1936, no page numbers
post-war: F. Borodzik, H. Kamiński, J. Krężałek, Lotnictwo gospodarcze, Wydawnictwa Komunikacji i Łączności, Warszawa 1969, p. 14
industry: Uratujmy unikatowy zbiór, motoszybowce.pl nr 2/2012, p. 10
golden age: Lesław Karst, Polskie skrzydła nad Sudanem. 40 lat usług agrolotniczych, ZP Grupa Sp. z o.o., Piekary Śląskie 2008, p. 5
decline: Lesław Karst, Polskie skrzydła nad Sudanem. 40 lat usług agrolotniczych, ZP Grupa Sp. z o.o., Piekary Śląskie 2008, p. 14
prospects: F. Borodzik, H. Kamiński, J. Krężałek, Lotnictwo gospodarcze, Wydawnictwa Komunikacji i Łączności, Warszawa 1969, p. 18–19
remembrance: Bernard Wolny, Ósma plaga, in: Lesław Karst (ed.), Wspomnienia agrolotników, Historyczna, Warszawa 2011, p. 225

Machines

requirements: A. Zdankiewicz, after: Jadwiga Pitulanka, Samolot na usługach zwalczania szkodników, Kraków 1936, no page numbers.
1st generation: F. Borodzik, H. Kamiński, J. Krężałek, Lotnictwo gospodarcze, Wydawnictwa Komunikacji i Łączności, Warszawa 1969, p. 164
2nd generation: F. Borodzik, H. Kamiński, J. Krężałek, Lotnictwo gospodarcze, Wydawnictwa Komunikacji i Łączności, Warszawa 1969, p. 5
rotorcraft: Stanisław Wielgus, Wspomnienia agrolotnika. „Polska Technika Lotnicza. Materiały historyczne” 50 (3/2009), p. 10
equipment: Robert Rowiński, Statki powietrzne stosowane w zabiegach agrolotniczych, in: Barbara Głowacka (ed.), Zabiegi agrolotnicze w ochronie lasu, Centrum Informacyjne Lasów Państwowych, Warszawa 2009, p. 19

Operations

crews: Kazimierz Witek, Ludzie z buszu, in: Lesław Karst (ed.), Wspomnienia agrolotników, Historyczna, Warszawa 2011, p. 46
scope: Jadwiga Pitulanka, Samolot na usługach zwalczania szkodników, Kraków 1936, no page numbers
work cycle: F. Borodzik, H. Kamiński, J. Krężałek, Lotnictwo gospodarcze, Wydawnictwa Komunikacji i Łączności, Warszawa 1969, p. 268
firefighting: Jerzy Popow, Antek – kameleon, „Miniatury lotnicze”, KAW, Rzeszów 1985, p. 78

Exhibition

PZL-101 Gawron: Józef Wójtowicz, Urlop w agrolotnictwie. Website http://stara.gorpol.pl/galeria/urlop-alot.htm, accessed: 21 March 2013
An-2R: Stefan Weker, Przygoda z Etiopią, in: Lesław Karst (ed.), Wspomnienia agrolotników, Historyczna, Warszawa 2011, p. 151
WSK Mi-2R: Ryszard Kosioł, Czajniki w służbie rolnictwa, in: Lesław Karst (ed.), Wspomnienia agrolotników, Historyczna, Warszawa 2011, p. 43
PZL-106 Kruk: Andrzej Kardymowicz, Mocny punkt Kruka – kabina pilota, „Polska technika lotnicza. Materiały historyczne” nr 4/2004, p. 12
PZL-106AR Kruk: Andrzej Kardymowicz, Mocny punkt Kruka – kabina pilota, „Polska technika lotnicza. Materiały historyczne” nr 4/2004, p. 14
PZL M-15 Belphegor: Jerzy Zięborak, Uwagi pilota, „Polska technika lotnicza. Materiały historyczne” nr 14 (9/2004), p. 14
other: Leszek Kostecki, Wspomnienia z lat 1975–1978, in: Karolewo wczoraj i dziś. Jubileusz pięćdziesięciolecia szkoły, Karolewo 1997, no page numbers

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