SZOLNOK AIRFIELD

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00047R000100050002-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 16
• Document Creation Date: December 27, 2016
• Document Release Date: April 29, 2013
• Sequence Number: 2
• Publication Date: July 16, 1951
• Content Type: REPORT

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LAS?rrittATION
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPOR
COUNTRY Hungary
SUBJECT Szolnok Airfield
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PLACE
ACQUIRED
DATE
ACQUIRED
DATE OF
THIS DOCUMENT CONTAINS I AAAAAAA ION AFFECTING THE NATIONAL DEFENSE
OF THE UNI , WITHIN TOO MEANIE* N? TITLE IN, SECTIOM1 763
AND 714. OF THE U.S CODE, AS AMENDED. ITS T AAAAA ISOIOH OR REVE-
LATION OF ITS' CO NNNNNN TO OR RECEIPT ST AN UNAUTHORIZED NNNNNN IS
PROHIBITED NY LAW. THE NNNNNN UCTION OF THIE FONN IS PEONISITED.
DATE DISTR. Jul 51
NO. OF PAGES 11
NO. OF ENCLS. 5,
(LISTED BELOW)01) 034 ?,01(4),
efE)
SUPPLEMENT TO
REPORT NO.
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THIS IS UNEVALUATED INFORMATION
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IN NO. D
1951 "
la The only means of access to the airfield was provided by road, which branched
off from the main highway Szolnek-Rakoozifalva. There was no railway in the
viciiity of the field, but a government bus line provided transportation from
the city of Szolnolli to the 'airfield. The buses ran everY two hours, from 0600
until'2200. On Saturdays and Sundays they ran until 2400.
. Normally, the aircraft were' paxked as fo11ows2
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(a)
Enclosure (8).
(b) One DC-3 (LI-2) aircraft was parked 100 meters north-east of the IL-10
aricraft parking area.
(c) Six Arado-96 aircraft were parked along the south-eastern side of apron.
(d) Six Arado-96 aircraft were parked in Hangar No 1.
(3) Sixteen Yak-18 aircraft were parked in Hangar Bo 1,
(f) An unknown number,probably two or three, of IL-10 aircraft were parked
in Hangar No 2. These aiicraft were grounded because of missing parts.
(g) Five Zlin aircraft were parked in Hangar No 2 also.
(h) Seven defective Yak-9 aircraft were stored in Hangar No 1. Three of
these airoraft were without engines. Two were grounded because
bronze particles from the engine crank shaft bushings were found on
the oil screen. TWO others were grounded because of lack of instru-
ments and other spare parts.
Twelve .IL-10 aircraft we.ie-parked in the area
shown as Point on
air raid dispersal practice took place 'Once or twice a
month, upon specific orders from the Home Defense Ministry in Budapest.- These
orders were received either by special telephone line or by teletype. These
practices always took place between 2300 and 2400 hours. It took at least one
hour to have the aircraft properly dispersed. The procedure for aircraft dis-
persal was as follows. The Yak-9 aircraft on flying status were taxied fro.
Hangar No 1 to the start line shown in Point $16, Enclosure (B), facing towards
the southeast. They waited on the ground, in flight formation at about 20
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ARMY X AIR EVi
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meter intervals for further orders. They were in "first degree of readiness"
(Elso Foku Keszultseg), which consisted of the engine being warm, but not
running, the pilot in the cockpit with the radio turned en. The Zlin aircraft
Were either pushed manually or taxied from Hangar No 2. to the area shown as
point #479 Enclosure M. They were lined up facing towards the southwest,
spaced at 10 meter intervals. During the practice alert these aircraft were
-kept in "second degree readiness" (masod Foku'Keszultseg) which consisted of
having the engines warm and the pilot waiting in the immediate vicinity of the
aircraft for further orders. The Yak-18 aircraft were either pushed manually
Or taxied from Hangar No 1 to the area shown as Point #48, Enclosure (8). They
Were staggered, at about 10 meter intervals, forming two lines, Pacing in a south-
eastern direction. During the practice alert, these aricraft Were alab kept in
second degree readiness. The IL-10 aircraft, normally parked in area denoted as
Point f6, Enclosure (8), were left in the same area during the practice alert,
merely being staggered at about 20 meter intervals. During that time, these
aircraft were kept in "third degree readiness" (Hamad Feku Keszultseg) which
consisted of the mechanics and guards standing by for further instructions. The
DC-3 (LI-2) was left in its normal parking area in a third degree state of readi-
ness. The Arado-96 parked in the area denoted as Point #118, Enclosure (B), were
left in the same area during practice alerts. During that time they were stag-
gered at approximately 10 meter intervals and kept in a third degree state of
readines0 During the practice alerts the diSpertal areas denoted as Points #46,
47 and 48 above were connected with the headquarters by field-telephones. All
aircraft not on flying status were left in the hangars during practice alerts.
The signal for the beginning and ending of the air-raid practice alert was a
continuous siren blast of about five minutes. Five minutes after the siren
stopped, all the lights on the airfield were turned off. Personnel not assigned
to the aircraft dispersal points, namely the guards and pi/ot-students, were
deployed along the western and northeastern borders of the airfield. At that time
only the guard personnel were armed either with rifles or sub-machine guns. , It
took about two hours after the beginning of practice alert to bring all the
officers living in the city of Szolnok to the airfield. For this purpose, two
bused were dispatched to Szolnok from the airfield. There were always ough
pilots and maintenance personnel on the airbase to take pare of the aircraft .
dispersal phase of the practice alerts. Enough fire department personnel were
also available at the airfield for these practices.
3. The radio installation at the airfield consisted of three antemse suspended by
three metallic masts, about 20 meters high. They were spaced in a triangle, at
30 meters intervals. A small brick building, 10x10 meters and four meters high,
Vas located in the middle of the triangle formed by the masts. This installation
Was located about one kilometer northwest from the airfield gate. I believe
that this was both a transmitting and receiving station. One radio-truck was used
on the airfield for flight operations which had both transmitting and receiving
apparatus. Electric power was supelied from Szolnok. There wee no emergency
power station on the airfield. There were no night-landing aids, such as air-
field or runway markers or searchlights and no night flying operations mere
undertaken at that airfield. One green flare signified the beginning of flight
Operations and one white flare-Eisend of operations. Red flare were used during
emergency landings. I estimate that if enough repair facilities were available,
this airfield could accomodate approximately 120 fighter and/or ground attack
type aircraft. The field was about 90% operational. Faeilitipe for major repair
Or assembly were not available and only engine, propeller, landing gear changes
and routine maintenance work were accomplished. There Was a shortage Of tools
and an acute shortage of special ones. Most of the tools were of Soviet origin
while the special tools were of German origin. For major repair work the air-
craft were sent to the Szekesfehervar- (47009'N - 18025E) repair depot. Routine
inspection of aircraft was accomplished prior to each flight; after flight; after
five hours of flying time, 10 hours, 25 hours, 50 hours, and 100 hours of flying
time. The engines were changed every one hundred hours. The old engines then
were sent to Szekesfehervar for major overhaul. The engines (VK-107A) on the
Yak-9 developed trouble after forty hours of operation. The aircraft frame was
inspeeted after 200, 300 and 400 hours of flight. The landing gears were inspected
after each 100, 150, 200, 250 and 300 landings and were given a major overhaul.
The oil used in the Yak-9, the Yak-11 and the IL-10 aircraft engines had to be
changed every five hours of operation because of its rapid loss of viscosity. The
oil was of Soviet origin. Used oil was sent back to the USSR for reclaiming.
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50X1 4. There were no antiaircraft artillery units at this airfield and no
aircraft warning devices.
5. The fuel and oil supplies at the airfield were adequate. No shortages developed
which interfered with flight operations. The fuel and oil were rationed, however,
and each squadron was issued a certain quantity per month. In case a squadron
used its quota of fuel and oil before the end of the month it had to stop
operations until the beginning of next month when it received its new quota of
fuel and oil. The aircraft were refueled from trucks. There were two fuel
trucks, each with a capacity of 3600 liters. One truck carried 95 octane gasoline
wfirch was used by Yak-9, IL-10 and DC-3 (LI-2) aircraft and another truck carried
87 octane gasoline which was used by Yak-11, Yak-18, Zlin and Arado-96 aircraft.
The 72 octane gasoline was used only for conservation of engines. The water
on the airfield was obtained from an artesian well. It was warm (2400 and had
a sulphur-like taste.
6. This airfield can be used as a year-around base with the exception of rainy days
when the landing field becomes muddy, and during March, when the snow is melting.
During winter time, the snow is usually about 10 cm high. The temperature in
winter time averaged 15?C; maximum cold MRS 2000. The winds speed was 15-20
m/secondvmakimumepeed,sduring a storm was 30-35 m/second.
7. The airfield was a Hungarian Air Force installation, run entirely by military
personnel. The main Hungarian Air Force pilot school was located here. The
flying school was known under the name, "Killian Gyorgy Repulo Hajozo Tszti Iskola"
(George Killian Pilot - Navigators' Officers' School). The primary phase of
flying training was undertaken here, while the advanced phase was completed at
Kecskemet airfield. The headquarters of the flying training section of Hungarian
Air Force we e located at the field. Lt Col Laszlo Huba was in charge of all
training in the Hungarian Air Force. His title was "School Commander" (Iskola
Parancsnoka). Lt Col (fnu) Zhigarov was the Soviet advisor assigned to the
school's political officer. (Iskola Politikai Tiszt). The following officers
were Huba's deputies s Capt Josef Mezolaky was the operations officer for both
Szolnok and Kecskemet airfields. dis main office was at Kecskemet and his title
was "School's Flying Commander" (Iskola Repulesi Paranoshoka). Lt Col Istvan
Emmerling was in charge of the,school and airfield administration. He took oars
of the training schedules, quarters and rations for the military personnel, supply
of armament for personnel, fire drills and air-raid alert practices. His title
was "School's Cadre Commander" (Iskola Torzs Parancsnoka).. Capt Janos Gonda was
in charge of the G H Section,,taking care of the finances (including military
personnel) and quartermaster supplies. His title was "School's Supply Officer"
(Iskola Eleimezesi Tiszt). Maj Pal Kiss was in charge of ground training and
athetics for the military personnel. His title was "School's Military Training
Officer" (Iskola Katanai Gyakorio Tiszt). Maj Lajos Mihalyfi, MRS the school's
engineering offioer (Iskola Mernok) and was in charge of aircraft maintenance.
Lt (Sr Grade) Janos Varjas was communications officer in charge of the radio,
telegraph, telephone, and teletype installations of the airfield and aircraft radics
and electrical systems and instruments. His title was "School's Special Engineer"
(Iskola Kulonleges Mernok) Lt (Sr Grade) Janos Gaspar was in charge of supply and
maintenance of aircraft armament and maintenance of personnel armament. His title
was "School's Armament Engineers' (Iskola Fegyver Mernok). The Szolnok flying
school began operations in June,1949. The first class or 60 students which started
training at that time graduated in May 1950. They were then transferred to
Keoskemet for further training with Yak-9 and 1L-10 aircraft as fighter and ground
attack plots, In August 1950, after finishing the specialized training at
Kecskemet, half of the students were sent to Tokol airfield as fighter and
ground attack pilots and half to Veszprem airfield as pilots of the ground attack
regiments. The second class began training in June 1950 at Szolnok.
8* All of the students in this first class had to be graduates of OMRE (civilian
flying clubs under state supervision). These civilian flying clubs were known
as flOi.aszagos Magyar Aepulo Egyesulet" (Hungarian National Flying Clubs), -which
used glider and engine powered aircraft (Min and Backer Jungmann) for training
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in all large cities for both boys and girls, 12-20 years old. This organization
was Under the Home Defense Ministry and the training was supervised by the
Hungarian Air Force which provided the instructors. Atter about eight hours
Of glider training the 0MRE student started training in engine powered aircraft.
Normally, the training for the pilots Would last eight months; three months of
theoretical training, two months of flying, followed by written and practical
tests at Szolnok, and three months advanced training at Keyskemet. However,
because of shortage of aircraft, the training period might be extended to one
,
year. All the instructors were military personnel. Courses were given in the
following political course, fuselage structure, engines, aerodynamics, naviga-
tion, instruments, armament, radio operation, air combat tactics, ground combat
tactics, antie.aircraft defense, types and characteristics of armored vehicles,
military drill, target firing (with rifle and pistol), mathematics, geography,
history, Russian, athletics- and parachute packing. At the end of the theoretical
training period, the flying training phase started. Ike student pilots were
trained in Yak-18 aircraft. The navigation students, whose theoretical and
practical training lasted one.year, were trained with Zlin and DC-3 aircraft*
Training took place during favorable weather. Flying started in the morning at
about 0900 hours and lasted until 1600 hours. No flying training was undertaken
on Saturdays, Sundays and Mondays; Mondays were reserved for aircraft maintenance.
Sixteen Yak-18 aircraft were used for pilot training; five Zlin and one DC-3
aircraft were used for navigator's training. Each aircreft had one pilot instruc-
tor. The first phase of training was done above the airfield area only. As the
students became more proficient, formation flights were undertaken with. the Yak-18.
94 Parachute jump training had to be completed by all students, including navigator
students. The DO-3 (LI-2) aircraft was used for this purpose. Each man made one
practice jump each month. Jumps were made in groups of six from approximately 12
hundred meters altitude; the total number of occupants were if? The jumpers were
equipped with both regular and chest parachutes. The regular emrachute opened 50X1
by a cable attached to the aircraft. The parachute which were made of raw silk
were of Soviet manufacture. The speed at which the jumper fell after the parachute
o.ened was 8-10 meters/second. There were no failures of parachutes
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the 12 IL-10 airdraft at the field were in good condition but
n,s orage plc ed) status. Their engines had an average Of 60 hours operation.
The aircraft were painted dark green on the upper surface and sky blue on the
bottom surface. They had the Hungarian Air Force red star insignia on the
fuselage and a large yellow painted number. The manufacturer's seria) number of
01# or seven digits painted black was located under the horizontal stabilizer.
Each month the pickling fluid WAS changed in the engines and every three months
these airoraft were flown for about half hour in order to check on performance.
If the engine was in good condition it Was re-pickled; otherwise it was sent
for overhaul, or repaired. Every 10 days the propellers were rotated five or six
times by hand in order to lubricate the cylinder walls. The one DC-3 (LI-2)
airoraft, was in flying status.- the engines' time was about
70 hOurs0 this aircraft had a manufacturer's serial number of about eight digits
and Was painted dark green on the upner surface and sky blue on the bottom. The
twelve arado-96 airoraft were not on flying status. Six of them, parked outside
Were in storage (pickled), while the other six were parked in Hangar No 1. These
aircraft were brought The engines had an average of 80-90
hours flying time. These aircraft were painted light gray and had a large red
number on fuselage with the manufacturer's serial number of six black digits
painted on the tail section. he Arado-96 aricraft was a two-seat trainer, con-
structed of metal with the exception of the movable surfaces which were canvas.
The main landing gears were retractable and. operated electrically. A hand-
operated hydraulic emergency system was also available. The tail wheel was non=
retractable. The wing span was about 12 meters. The fuselage including the
engine section, was about 14 meters .long. The "Argus" engine had 12 cylinders
in line and was air-cooled. It was started electrically or mechanically. The
maximum diving speed at full power was 720 kilometers per hour. Maximum level
flight speed was 320 kilometers per hour. The fuel capacity, contained in two
ming tanks and one center section tank, was 280 liters. The aircraft used 87
octane fuel. It could fly for one and ajialf hours at cruising speed before
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being refueled. This aircraft was armed with one machine gun, on top of the
engine section, synchronized with the propeller. A gun-camera was installed
on the right upper side of the engine section. The wooden propeller had two
blades, and was an adjustable pitch type. The 16 Yak-18 aircraft were also on
Plying status. These aircraft were relatively new, manufactured in the USSR in
50X1 1950 and they arrived at Szolnok
average engine time of these aircraft was 30-40 hours. These aircraft were
painted light green and had black painted manufacturer's serial numbers of six
digits. The Yak-18 had part metal and part canvas fuselage. The stationary
sal-facies were metallic while the movable ones were of canvas. The main landing
gears were retractable partly to the rear, and were operated by compressed air.
The tail wheel was non-retractable. The wing span MRS about 10 meters. The
fuselage, including the engine section was about lli- meters long. The engine
was air-cooled in the five cylinders, started by compressed air. The metal
propeller hada Pine blade and was automatic adjustable pitch type. The maximum
diving speed at full power was 600 kilometers per hour. Maximum power level
Plight speed was 260 kilometers per hour. The fuel was contained in two wing
and one center section tanks. The aircraft could fly for about 2 hours at
clmasing speed before being refueled. It used 87 octane gasoline. The five Zlin
aircraft also were on flying status. These aircraft arrived from Czechoslovakia
in February,1949. They were painted lig#t gray
The seven Yak-9 were grounded because of defective parts0 They
had an average of 35-40 hours of flight and arrived from USSR during the latter -
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the
part of 1949.
the only civilian employees at the airfield were 200 office
workers. There were about 40 aircraft and engine mechanics as followss about 20
chief mechanics (officers) and 20 mechanic's helpers (enlisted e'en) and there
were approximately 20 specialists (radio, instrument, armament, electric,
photography, parachute riggers). Working hours for the aircraft maintenance
personnel varied. In summer, the working day started at 0300 hours and in winter
at 0600 hours.
12. Each gate at Szolnok was guarded by one military guard, armed with a Soviet
7.62 mm tommy gun. The north-northwestern section of the barbed wire fence was
patrolled by one guard armed with one 7.62 mm Soviet rifle. All these guards were
On duty 24 hours a day with three shifts changing every two hours. They were
dressed. in regular Hungarian Air Force uniforms, There were no guard towers or
searchlights in the airfield area. The discipline and morale of guards seemed
only fair. Everyone entering the airfield area had to show a pass. An additional
pass was required from persons entering the areas southeast of the gate.
13. There was only one fire truck at the airfield, which was parked in a garage. It
had a three thousand liter container filled with a type of foam liquid. Six
firemen, including the driver were assigned to this fire truck. The total number
of firemen was approximately 10. They were all graduates of the Budapest fire-
men's course and all were military personnel. About three were alerted at night.
Theehangars and Shops were equipped with fire extinguishers. There were about
10 in each hangar and three in each shop. The living quarters and offices were
not equipped with fire extinguishers. In the hangar areas five two-wheel carts
*ere equipped with three 20 liter containers with foam liquid. There were fire
hydrants in front of each building except the hangars.
14. There was no camouflage practice at the airfield. Only the pilot and navigator
students Were given chemical warfare training which included gas mask drills.
German rubber gas masks were used,
Zrhe points hereunder refer to sketch, Enclosure (A.17
'Point The main _Szolnok airfield located about six kilometers southeast
from the center of Szolnok city. Aproxitate coordinates are 470
10?N - 20011E.:
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. Point 11A. Body of water (See Point #44 Enclosure B).
Point #2. The Szolnok Rakoozifalva highway, (Coords 47?05N - 200140E)
constructed Of concrete., about six meters wide and in poor con-
dition.
Point ft2A. Gravelftcovered road leading to the airfield, about five meters
wide.
Point #3. The village of Rakoczifalva, population of about three thousands
main occupation is farming.
Point 0. Earth embankment, about four meters high and three meters wide.
It was erected to prevent flooding of Rakoczifalva by the Tisza
river during spring and autumn. This embankment was also used as
a foot path.
Point +5. Auxiliary landing area used by aircraft from the main Szolnok air-
field. Two glider planes (D-Pilis type) were stationed there.
These gliders belonged to the civilian air club (0MRE) located in
Szolnok. This grass covered landing area about Pour kilometers
long and two kilometers wide.
Point OA. Swampy area, used by Soviet armored unit for training. This unit
VAS stationed on the northwestern outskirts of Czegled (47?10'N -
19?48'E).
Point #6B Weather-beaten, dark brown hangar, constructed of wooden planks.
It is about 15 meters long, 10 meters wide and five meters high,
including the black tarpaper-covered low gabled roof. It had a
wind sock, white and red circles, on the top of the roof.
Point Budapest - Szolnok - Debrecen (47?32'N - 21?38'E) highway. Con-
crete, about eight meters wide and in good condition. This high-
way was built on an earth embankment about five meters high.
Point #7. A bridge leading from the junction of Debrecen highway with
Szolnok - Rekoczifalva road to the Tisza river. This bridge was
a reinforce concrete construction resting on approximate 12
reinforced concrete supports. Each individual support was about
2 x 6 meters at the top, and 3 x 10 at the ground level. The
distance from the base of the pillars to the bridge was about
eight meters. The bridge was 200 meters long and six meters wide.
There was a 1.20 meter high metal railing along both sides of the
bridge. The surface of the road along the bridge was covered with
'granite stones with the spaces filled in with tar. There were
15 meter intervals between the bridge supports. The bridge VAS
called the 'One hundred Feet Bridge" (Szaz Labu Mid)
The Tisza River Bridges A single arch, metal truss construction
resting on three reinforced concrete supports spaced about 35
meters from each other. This bridge was joined to the bridge,
desoribed above, on the left bank of the river. The river was
about 150 meters long. The width of the bridge was eight meters.
The bridge supports were about 4 x 8 meters at the bridge level,
and 6 x 12 meters at water level. The distance from water level
to bridge was about 20 meters in summer time and about 12 meters
where the water level was highest during spring and fall. The
bridge surface was concrete. There was ap iron railing 1.20
meters high on both sides of the bridge.
Point #9. City of Szolnok, population of about 50 thousand. A sugar factory
vas located there. It was a rail center on the Budapest - Debrecen
- Sotia main rail trunk.
. Point
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Point #10.. #10.. Me Badapest*Cegled Szolnok Debrecen (and Bekes Csaba) Rail Line.,
Standardaureppan, double track.,
Point #11. Railroad bridge which had a single arch and MRS of metal con-
struction.
Point i12. Point where the Szolnok - Debrecen highway passes under the rail-
road.
Point #13. The Tiszii River
'Point #14. Point where the Budapest Cegled - Szolnok highway Passes under
the Budapest - Ujszasz - Szolnok railway (Coords 47?181N
200051E).
Point #15. Double track standard European gauge railroad, Budapest - qjszasz
- Szolnok.
Point #16.
Points where the Abony - Nagy - Koros (47020'N - 190481E) and the
Budapest - Cegled - Szolnok (47011N - 200011E) highways cross
the railroad on the same level.
Point #17. The Budapest - Cegled - Szolnok highway; concrete, six meters wide
and in good condition.
Point #18.
The Abohy - Nagykoros highway; concrete six meters wide and in
good condition.
Point #19. City of Cegled, (47?101N - 190481E); population about 25 thousand.
Point 4,20. Barracks area, occupied by a Soviet armored unit, this unit was
stationed there during 1949-1951. On 18 Feb 51 the unit was
still stationed there. I believe that this unit was equipped
with T-34 type tanks. During Dec 19509 I observed approximately
five of these tanks in the courtyard.
Point $20A. Entrance to the barracks area.
Point #20B. Area used by the Soviet armored unit for training. On 18 Feb 51
50X1 two tanks maneuvering here at a speed of about 50 kilo-
me ers per hour.
Point #21. Radio installations,, There were three antennas.
2:Tiae points hereunder refer to memory sketch, Enclosure (B17
Point #1. Taxi strip, about six meters wide, constructed of concrete blocks,
Point )2. The Szolnok - Rakoczifalva highway.
Point #3. Open gasoline storage area. There were quite a few of 200 liter
barrels stored in three large groups, containing 95, 85 and 72
octane gasoline.
Point #4. Underground fuel storage area with four outlets above ground.
Point #5. Small wooden office building for the fuel storage area, about
three meters square and four meters high, with a wooden tarpaper
roof.
Point #6. Parking area for 12 IL-10 aircraft.
Point #7. Double iron gate; six meters wide and two meters high.
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Point ie.
-Point 4.9.
Point #10.
Point #10A.
Point #10B.
Point #11.
Point #11A.
Point #1IB.
Point #12.
Point #13.
Point #14.
Point #14A..
Point #15.
Point #16.,
Gravel covered road, five Meters wide donnecting the airfield
with the Szolnok - Rakoozifalva highway. It was about 400
Meters long from the junction point to the gate, and not three
kilometers long as it Would appear in Enclosure W.
Areas densely covered by deciduous trees. The trees averaged
about 25 meters in height.
Building known as Hangar No 2. It was constructed of concrete,
about 30 meters long, 20 meters wide and 15 meters high. The
roof was semicircular, about five meters high in the center. It
rested on reinforced concrete, transversal beams. The roof was
dorrugated metal, of dark green. The arches formed by the roof
on both sides were glass covered. These were the only glass-
covered seotions of the building. The northeast side of the
hangar was entirely covered by a corrugated metal door in two
sections and running on tracks. The door was camouflaged. The
rest of the building was dark yellow. The floor of the hangar
11114 concrete. It-lo and five Zlin aircraft was stored in this
hangar.
Repair shop
hangar. It
meters wide
slate. The
section. It was a separate building adjacent to the
was dark yellow, brick, about 20 meters longs six
and 15 meters high. It had a flat roof of gray
engineering office shops were located there.
Concrete covered apron, about 50 meters long and four meters wide.
Hangar No 1. This building was of the same construction and
dimensions as hangar described in Point 110. Sixteen Yak-18's
and six Arado-96's were stored in this hangar.
Repair shop section, of the same construction and dimensions as
the building described in Point 110A.
Concrete apron 50 x 4 meters.
Iron gate, four meters wide and two meters high.
One story brick building, 15 x 6 meters and five meters high,
excluding a low, gabled, red tile roof) The building was dark
yellow. It served as an oil storage place.
Garage building. It was a one story brick building of dark
gray. Dimensions were about 30 meters long, 10 meters wide and
six meters high, excluding the gabled, red tile roof. The oil
and water truck (GMC type), the two fuel trucks, ("Raba")?
one tow truck, two jeeps, two Csepel motorcycles, one Skoda and
one Pobeda automobile were parked there. Two large autobuses
were perked in front of the garage. The area in front of the
garage VAS concrete. One fire truck was also parked in this
garage.
Office section of the garage. It was of same construction as
building described in Point #14. . This section was about 10.
meters long, five meters -wide and six meters high (excluding roof).
Concrete road, about three meters wide.
New tower-like construction partly finished in December 1950.
It was being built on top of the "L" shaped building\desoribed
in Point #17. It was brick, about 15 meters high and the roof
was not yet constructed, There were openings in the walls for
three sets of windows.
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Point #17. Two story "14" shaped dark gray brick building. One wing was about
40 meters long and 15 meters wide; the other ming was 10 x 15
Meters. The height of the building was eight meters excluding a
gabled red tile roof. This building housed the headquarters of
the airfield. The offices of the flying school C 0, LtCol
Laszlo alba, were on the second floor.
Points #1.8 & 18A. Two story dark gray brick building in the shape of a "U",
The length of the main section of the building was about 35 meters
long. The southeast wing was 15 x 16 meters and the northeast
wing 10 x 12 meters. The main section was about 12 meters wide.
The height of the whole building was about 12 meters, excluding
a law gabled red tile root. It had a cellar covering the whole
area. There was a weather station, and various offices on the
second floor. There were storage roams for the rifles and pistols
on the first floor and in the main section of the first floor
there was space for carpenter and shoemaker repair shops. In the
southwest ming of the first floor there were maintenance and
repair shops for aircraft engines, propellers, landing gears and
aircraft frames.
Point, #19*
Point #2
Point #2
Single story dark yellow brick building, 15 meters long, eight
meters wide and six meters high (excluding the low gabled, red
tile roof). It housed the barber shop, canteen, the practice room
for the airfield band and the only Link trainer on the airfield.
. Iron gate six meters high and two meters wide', constructed in two
sections'. It was used by ;vehicles and pedestrians.
Point #22.
Point #23.
Point
Point
One story dark gray brick building, 10 meters long, six meters
vide and four meters high, excluding the low gabled red tile roof.
It housed the teletype (Hugues) offices and the guardhouse.
Telephone cabin of dark yellow, constructed Of metal; two meters
square and four meters high.
Two story brick building, about 40 meters long, 15 meters wide and
15 meters high, excluding the low gabled red tile roof. It was
used as barracks for enlisted men serving in the airfield's guard
unit0 the whole building was divided into about 35 roots. The
E M mess hall was located in the basement whiCh covered the whole
area of the building.
? The story dark gray brick building, about 20 x 15 meters and 12
meters high, excluding the low gabled red tile roof. It had a
cellar covering its whole area. The offices of the Security
Service (Counter-Intelligence) unit of the airfield (Defensiv
Osztaly) were located in there. Sr Lt (fnu) 'Feket'e was in
charge of this unit.
. Two story dark gray brick building, about 25 meters long, 15
Meters wide and 12 meters high, excluding the law gabled, red tile
roof. It had a'oellar covering its Whole area. The offices of
the combined quartermaster and finance Sections (Gazdasagi -
Eivatal)'Were located there.
Point #26.
Point #27.
Underground reinforced concrete air-raid shelters. There were
four separate shelters which were earth-covered with one entrance
eaoh.
Uncovered, concrete water reservoir. Dimensions were approximately
15 x 15 meters and six meters deep. There WAS no water in this
reservoir at time of observation. It WAS built during last war
to provide for water used against fires caused by air-raids. The
installation was in good condition and an adequate water supply
was available at this airfield to fill this reservoir in case of
necessity.
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Point
Paint
? Three storied dark gray brick building, about 50 meters long,
15 meters wide and 25 meters high, excluding law gabled, red tile
roof. It had a basement covering its whole area. The building
has about 20 rooms on each floor. Located here were the fighter
pilot students and the enlisted mechanics' quarters, the offices
of the CO of the fighter training regiment and squadron station
at Kecskemet airfield, and the office of the regimental political
office Lt Janos Babosanyi. There was a clothes storage roam
located on the third floor. The offices of the fighter training
regiment administrative officer, St Erno Kiss, were also located
in this building.
? Two story brick building, dark green and in the shape of an
about 50 meters long, 20 meters wide (southwest wing) and 15
meters wide (main section of building). The southwest wing was
20 meters wide. The whole building was 12 meters high, exclud-
ing the low gabled, red tile roof. This building had no base-
ment. The officers? and pilot-students' mess was located on the
first floor. On the second floor, there was a hall which served
as a movie and meeting room.
o Barraoks, the same size and construction as the building described
in Point #28. The ground attack pilot students and E. M.
14echanics_were quartered in this building. There was no basement.
The kitchen and"meaShall were located on first floor for officers
and studentiv. The offices of the CO of the ground attack train-
ing regiment and squadron stationed at Keaskemet airfield were
located on the third and second nears.
Point "L" shaped, single story dark gray brick building, about 25 and
10..meters long_(southwest,wing),eight meters wide (northeast
wing), a2 metertGvide (southwest wing) and six meters high,
excluding the red tile, low gabled roof. A library, an air-
craft tools and spare parts storage room, and a parachute shop
also were located in this building.
Point 02. Barbed wire fence, partly surrounding the airfield area. It was
about 2-1- meters high and was supported by concrete posts, spaced
at approximately four meter intervals.
Point . The airfield entrance which was constructed in two sections, one
for vehicles and one for pedestrians, was an iron gate about
eight meters wide and to meters high.
Point 04. Guard shack, constructed of dark yellow brick 3 x 3 meters in
area and four meters high, excluding the low gabled, red tile
roof.
Point 35. Three reconstructed dark gray brick buildings which were damaged
during World War II and reconstructed during 1949. They were
three story, and each about 40 x 20 meters and 25 meters high,
excluding a low gabled, red tile roof. The second and third
floors of students and also for navigation stu4ents.
Point 36. Three-story, dark gray brick building, about 40 meters long,
20 meters wide and 25 meters high (excluding the low gabled, red
tile roof). The airfield's licabital -was lacated-tn this building.
Point 07. One story, dark gray brick building, about 30 meters long, 15
meters wide, and 20 meters high (excluding the low gabled red tile
roof). The airfield gymnasium was located in this building.
Point 07A. Open-air swimming pool. It was concrete, rectangular, 33 x 25
meters and from 1.20-5 meters deep.
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Point #39. One story dark gray brick building about 20 meters long, 15 meters
wide and six meters high (excluding the low gabled, red tile
roof) It served as an ammunition storage building. Cartriges
(7.62 mm), hand grenades (both Germant.and AinericantyPes),,were
Stored there. All this ammunition was of Soviet manufacture.
This building was surrounded by a barbed wire fence two meters
high which was supported by concrete posts spaced at about four
meter intervals.
Point 1400
Parachute jumping training installation, consisting of two
wooden poles, six meters high and spaced four meters from each
other. One rope with two pulleys MRS attached to the poles. The
training consisted in pulling the trainee, who sits on loop
formed by the rope, to the height of about six meters and letting
him drop to the sand covered 'ground. This practice MRS supposed
to train the parachutist in correct landing procedures. Another
installation located at this point consisted of a metallic
Structure three meters high, on top of which was a metallic wall
with a door similar to that of a transport aircraft. The trainee
had to jump through the doorway onto a blanket held by about 12
persons. This practice was supposed to train the parachutist in
correct jumping procedure. All students had to undergo this
training.
? Point $1. Five new buildings constructed during 1949 - 1950. All of them
were four stories, dark yellow brick, about 50 meters long, 25
meters wide and 52 meters high (excluding the law gabled red
tile roof). These buildings were merely known as "Building
No 1, 2, 3, 4, 5". Each building had a baiement covering the
whole area. 'hey were used for apartments for the married
officers stationed at the airfield. All of these buildings were
occupied in December 1950.
Point 442. One story, dark gray brick building, about 200 meters long, 15
meters wide and six meters high (excluding the low gabled red tile
roof). It was a government-run general store, open to all
military, and civilian personnel. This building was also con-
structed during 1949 1950.
' Point #43. TWO story dark gray brick building, about 40 meters long, 10
meters wide and 10 meters high (excluding the low gabled, red
tile roof). It had a basement covering its whole area. This
building was called the "Bachelor Officers Building". The
unmarried officers assigned to the airfield were quartered there.
This building was constructed during 1949 - 1950.
'Point
o Body of water. It was known under the name "HOld-Tisza" (The
Dead Tisza). It MRS formerly the bed of the Tisza river.
Enclosures A):. Sketch of SzolnOk area.
B t Szolnok airfield.
C : Sketch of the Yak-18
i
A s Sketch of the Arado-96 (Side and Front)
(E)4 Sketch of the Arado-96 (from above)
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Enclosure (B)
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Enclosure (d)
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Enclosure (D)
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Enclosure (E)
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