Stalin in Georgia

The republic of Georgia, located on the Caucasian isthmus between the Black Sea and the Caspian Sea, was founded in the turmoil following the collapse of the Czarist Empire during WWI. Located on the border with Turkey, at that time this region tried to untie from neighbor Russia, and proclaimed a libertarian socialist state.

Following the seizure of power by Lenin and the Bolsheviks, producing a devastating civil war which would go on raging all over the former Russian-controlled territory well into the 1920s, Georgia lost its independence, being sucked into the Soviet Union, similar to many other nations sharing a border with Russia – like Armenia, Azerbaijan, Belarus, Latvia, etc.

A country with a remarkable wealth of history, inhabited since when traces of mankind started to appear on earth, with a deeply rooted Christian culture since centuries, a strong independence movement started to show in Georgia already in the 1980s, when the Soviet system was still destined to last for long in the eyes of many western observers. This independence feeling would culminate in the republic of Georgia leaving the USSR months before its actual end, already in early 1991. Since then, the country is openly hostile to Russia, and the formation in the early 2000s of two de facto Russian-backed independent states – South Ossetia and Abkhazia – over the sovereign territory of Georgia witnesses a mutual state of tension between Tbilisi and Moscow, still lasting today.

Despite this, and almost paradoxically, the Georgian individual possibly best known to the general public and to the world is an eminent communist character, a one-of-a-kind contributor to the history of the USSR and of the world – and someone would say, the most authentic incarnation of a communist leader – Stalin.

While Georgia, most comprehensibly, is striving to delete every tangible trace of the Soviet era – from statues to symbols and pieces of architecture – a few notable exceptions include some of Stalin-related relics in the country. In Gori, Stalin’s hometown, the house where Stalin was born is preserved under a bombastic Soviet-era canopy. Nearby, a unique museum dedicated to the Soviet leader, opened back in the late 1950s with a display of incredible memorabilia, is reportedly the most successful attraction in town, with crowds of visitors still today.

In an old district in Tbilisi you can find another unique point of interest – the so-called Stalin Printing House Museum. It was in this unapparent house that young Stalin operated as a pro-communist clandestine agitator in the early 20th century, well before the Bolshevik revolution in Russia.

This post covers these Stalin-related remains in the man’s home country, with photographs taken in summer 2019.

Sights

Joseph Stalin Museum – Gori

Stalin’s hometown, where he was born in 1878, is dominated by a scenic ancient fortress, sitting on top of an isolated mound. At the time of Stalin’s birth, that was also the geographic center of the town. When Stalin became… Stalin, his birthplace was turned into a place of pilgrimage, and a new purely-Soviet master plan was implemented in the city, creating a new gravitational center around the modest house of his parents.

The long axis which drives you from the major access road and the railway station south of the city to the house follows an almost north-south direction. A typically Soviet alley – straight, too wide and with mostly sad-looking buildings to the sides – links a bridge over the local river to to the house, going through a square with the town hall, built in a Soviet classicist style. A tall statue of Stalin used to stand on the side of the square, and it was torn down only in the 2000s.

Closer to the house, the alley bifurcates into a ‘Y’. Between the arms of the ‘Y’ you can find a garden with fountains and flowers.

To the far end of the garden, the small half-timbered house where Stalin’s parents used to live is preserved under a Soviet-style canopy.

Stalin’s parents were not well-to-do, and they actually rent the house, where they occupied only one room. Back in the 19th century, it was just one in a row of similar buildings. Following the radical reshaping of the area for celebrating the Soviet leader, the whole neighborhood was completely demolished, and only this block was left.

On the side and front facade of the house are marble signs in Russian and Georgian. The ceiling of the canopy features a stained glass light, with hammer and sickle signs by the corners.

To the back of the birthplace you can find a smaller statue of Stalin. Considering his generally acknowledged status as a bloody communist dictator, similar open air statues have been removed almost everywhere in the world – this is one of the few remaining exceptions (another being in Belarus, but most likely apocryphal – look for Stalin’s line museum here).

The most conspicuous building in this celebratory installation is the actual Joseph Stalin Museum, which occupies a pretty large palace in Stalinist style. The master plan dates back to the final years of Stalin, and its realization was carried out during the 1950s.

The building is interesting from an architectural viewpoint, and features a colonnaded porch giving access to a main entrance hall.

The latter is rather formal, with another colonnade and a perspective leading through a staircase to a mezzanine. In the focus of the perspective you can see another statue of Stalin. Every particular in the architecture here is extremely Soviet – grim, menacing, heavy.

The ticket and toilets can be accessed to the sides of the hall on the ground floor, which acts also as a meeting point for groups – but guided visits are not compulsory, you can tour the museum on your own.

Upon reaching the first floor, you meet two busts of Stalin, and a couple of interesting paintings, portraying the young Josip Vissarionovich Dzugansvili – Stalin’s its real name – as a student talking to his class mates at the seminary of Tbilisi, and later as grown-up, well-established Stalin talking to his collaborators.

The museum is composed of a few big halls. The first rooms retrace Stalin’s personal story, and are based on a mix of documents, original or reproduced, newspapers, paintings and photographs. The latter are often reproductions, often magnified – since when he was not yet famous he mostly appeared in group photographs.

Here you learn about his humble origins, and you can see the photographs of his parents, his early school reports and the first known photographs of Josip as a young boy.

A rather brilliant pupil, he was granted access to the Orthodox seminary in Tbilisi – which back then was called Tiflis – where he moved to attend lectures and to grow to become a priest. Some works of poetry from the time, published on local newspapers in Georgian, are part of the exhibition.

Something went wrong at that time, as he got excessively fascinated with the leftmost socialist theories, spread by several authors including Lenin. A rare naive portrait of his meeting with the principal of the seminary, when he was expelled for his unacceptable and dangerous views, is part of the collection.

This was the beginning of a militancy period, when he became known to the department of internal affairs of the Czar due to open subversive propaganda activities. He worked irregularly, publishing clandestine works in Tbilisi (see about his printing house below), holding open-air meetings in port town Batumi, and so on.

Finally, he was arrested and deported by the Czar to inland Russia. As his fame grew, he was tasked with some role in the apparatus of the clandestine political formations headed by Lenin – the factions against the Czar and even in the socialist area were many, and the intricate civil war that followed the 1917 revolution was also the result of the struggle for power of these opposing forces.

Between internment periods, he started traveling to the capital – St. Petersburg. He also met Lenin in Tampere, Finland, a country politically bound to the Russian empire until 1917. Photographs and documents from the time, a suitcase and models of the houses where Stalin resided can be found in this part. Busts including one of Stalin as a young agitator, pretty rare and likely taken from the few portraits from the time, are also parts of the collection.

Again following a historical timeline, you can find more documents and portraits of a grown-up yet young man of the apparatus. It is well known that Lenin, after the 1917 revolution, saw Stalin as a potential problem for the future of the Party. A copy of Lenin’s ‘testament’, telling his comrades to get rid of Stalin, is on display in the exhibition. As a matter of fact, Lenin’s illness and demise in 1924 started a period of transition.

Stalin, by 1922 general secretary of the communist party of the USSR, fought and won against all other members of the communist party, making his appointment in the government the most powerful. He managed to maintain his role until his death in 1953, reigning as an unopposed tyrant at least since the end of the 1920s, when he prevailed over his most strenuous opponent, Trotzkij.

As he started to gain power, official portraits started to appear, both paintings and photographs. These pieces of the collection are also interesting, for not many portraits of Stalin have survived in official displays, after he was condemned by his political heirs.

Also books from his speeches and prints from his personal history, to be distributed to the general public, are displayed here.

Prominence in the communist party of the USSR gained a special status also to Stalin’s family. His mother had a decent place to live, and his son payed a visit more than once – this is the subject of some portraits. A porcelain set from Stalin’s mother household is on display.

Curious artifacts in this part of the museum include a desk from some communist office of the time of Stalin’s purges.

As a marshal in WWII – the Great Patriotic War of 1941-1945 as it was known in the USSR – Stalin reached international recognition and world fame. His ability as a general is open to critics, for he managed to kill most of the most experienced staff in the purges of the 1930s, and appointed generals – mostly like Hitler – based on their political attitude. It is questionable whether without substantial help from the then-allies of the Soviet Union (Britain and the US) a victory against Germany could have been reached, despite a disproportionate number of casualties in the rows of the Red Army. However, the final march to Berlin, which gained him control over half of Europe, raised him to the level of a world leader. The exhibition reflects this recognition, with books by Stalin translated in several languages, gifts from generals of the Red Army – including an authentic monstrosity donated to the museum by WWII hero General Zhukov in the 1960s – and many pictures from the war years.

A showcase is dedicated to Stalin’s sons and heirs. He had five sons, from two wives and other women, and his descent is still existent today.

A corner hall hosts a kind of monumental installation, a small Soviet monument not among the best of the kind. Made of lighted reproductions of photographs, it is a kind of recap of Stalin’s triumphs and special moments.

The next hall concludes the climax, and is really unique. It is a circular room padded with black leather panels. At the center of a circular colonnade you can see at the level of the ground one of the few – apparently 12 – original reproductions of Stalin’s head from his death mask.

Thanks to the special installation featuring a strong symmetry and a special lighting, the head is really magnetic.

Stalin died at 75 in March 1953 in undisclosed circumstances, possibly to the hand of somebody in his entourage. Some paintings from his funeral can be seen around the room, together with a model of the mausoleum of Lenin on the Red Square in Moscow, where Stalin was interred for a few years, until removed when finally condemned by his party – note the writing in Cyrillic ‘Lenin – Stalin’ on the mausoleum, later reverted to ‘Lenin’ only.

The next hall is dedicated to international relationships, displayed through photographs, memorabilia and the plenty of gifts Stalin received in his years as a communist dictator.

There are presents from Georgia and other Soviet republics, and from international delegations. The latter were from both the eastern bloc – Eastern Germany, Poland, China – and most strikingly from the West, and even from NATO countries like France and Italy!

Back to the top of the staircase, you get access to one of the highlights of the exhibition. In a final room you find on display the original furniture of Stalin’s office at the Kremlin. There is a desk with an armchair, a sofa, and a set of smaller chairs. Stylistically not very appealing, this furniture is of course of great historical relevance.

Close by, more unique items are on display in two showcases – Stalin’s personal belongings. There are a few cigars – now decomposing to age – some cigarettes, a cigarette box, a ruler, two pipes, a pen, a chessboard, a hand-written message to a friend, and some other trinkets. Finally, there is a military uniform, with boots and coat.

When you have got intoxicated by the Soviet aura of this place, you can finally get out and visit the last item in the park, Stalin’s personal railway car. This was actually used by Stalin, who did not like flying, to travel around the Union and abroad. He went to Teheran and Jalta conferences during WWII in this car.

The car is special in having a bullet-proof armor all around – which produces a weight comparable to that of a Diesel railway engine… – and some special services, like a bathtub, a personal studio and a meeting room.

Stalin’s ‘memorial park’ in Gori is really a one-of-a-kind museum, of exceptional interest for people interested to his period and his historical figure. You may be surprised by the very existence of this place, primarily because of the well-known and heavy responsibility of this man in mass-murders and misconduct as a head of state, and also because it is located in Georgia, a country openly hostile to Russia and its hard political domination, implemented through the institution of the Soviet Union. It is one of the expressions of the contradictory attitude of most peoples touched by the USSR – including Russians – towards that era. It remains a thought-provoking collection of historical value though – gifts from international delegation from the West are a vivid memory of the recognition obtained by this mass-murderer during his lifetime. They are particularly instructive about how propaganda can draw international consensus to the most unthinkable subjects.

Getting there and moving around

Getting to Georgia from the West will be hardly for Gori alone. Despite the nice, well-kept town center, with the castle and several refurbished churches and alleys, and of course the Stalin-related part, there are far more significant places to visit in Georgia, at least if you are coming from far away to this relatively hard-to-reach angle of the world. Yet Gori is located in a convenient position along the major road and railway connecting Tbilisi to Kutaisi and the coast of the Black Sea, which makes for an ideal one-day or even half-day stop.

The town is a good place to sleep, for there are a number of guesthouses and restaurants, and it does not look derelict or unsafe, differently for instance from more prominent Kutaisi. The whole Stalin-themed park, with the birthplace, museum and railway car, is rather compact, and not big, so visiting may take from 1.5 to 3 hours, depending on your level of interest. This is the main attraction in town. Strangely, I could not find an official website – this is strange for most labels are translated also in English, and there is even some merchandise, so the place is run as a modern museum. However, Google or TripAdvisor timetables were correct at least when I visited.

Plenty of public parking space around the museum.

In town there is also a war museum dedicated to the Great Patriotic War (covered here), as well as other non-communist themed attractions.

Joseph Stalin’s Underground Printing House Museum – Tbilisi

This museum was opened in Soviet times in the place of a house where young Stalin spent some time as a political agitator. His main activity related to this place was printing clandestine material.

Access it through modern Soviet buildings, with a hall which unfortunately cannot be visited.

The house is presented inside a small garden. There are two light buildings, a half-timbered house and a smaller hut.

The two are connected by a deep underground passage. This double access to the underground was of great help to evade controls by Czarist authorities. The main underground hall is original.

Possibly intended as a food cellar, it was used to store a 19th century printing machine – made in Augsburg, Germany, as witnessed by the rusty but still readable factory label!

The half-timbered house is apparently a Soviet-era reproduction of the building originally in place. It is a two-rooms house, very similar to Stalin’s birth house in Gori (see above). The two rooms have been furnished with a few berths and tables, to provide an idea of the original look, and with tons of artifacts from Stalin’s and Soviet times.

These include portraits, photographs, books and emblems. There is also a model of a similar clandestine print house in Baku, Azerbaijan.

All in all, this place has a historical significance as Stalin’s early headquarter, and as a Soviet place of pilgrimage. Differently from Stalin-themed park in Gori, it has been basically forgotten – it is kept open by aged volunteers.

Getting there and moving around

The museum is located at the following GPS coordinates – 41.690454, 44.829999. It is located west of Tbilisi city center, at a walking distance from it, but the walk is not recommended for the neighborhood is nothing special. Going by car or taxi is more time-efficient. Public parking on the street available around the block.

There is no official website to my knowledge. Entrance is by cash only, free offer. See Google for opening times, which are mainly in the central hours of the day. You can visit on your own, but one of the local enthusiasts running the museum will likely provide some information, and there is also a basic leaflet in English. Visiting may take about .5 hours.

Aircraft and Missiles Around Tucson

The dry desert ranges of southern Arizona make for a perfect habitat for warbirds – the almost null humidity percentage and ‘sky clear’ conditions prevailing year round are particularly attractive when it comes to store rust and corrosion-prone pieces of machinery, like aircraft are.

For this reason the region between Phoenix and the border with Mexico is scattered with larger and smaller aircraft-centered businesses, going from pure airplane and engine storages, to refurbishment shops, parts resellers and so on.

Of course, if you own an old aircraft you would like to preserve, it would be a good deal finding a place in the area. This is what some people from the Government must have thought when they placed the famous AMARG in Tucson, in the southernmost part of Arizona. It was likely the same motivation which brought the largest private collection of aircraft in the world – Pima Air & Space Museum – down to the same location.

These two attractions, both perfectly accessible on a regular basis, already make a visit to Tucson a true ‘must’ for aviation-minded people. But the area offers also another unique site surely to be found in the shortlist of every aviation enthusiast – the only inter-continental ballistic missile silo you can visit in the US!

In this chapter you can see a series of photographs I took during a memorable two-days visit to these places back in 2012.

The 309th AMARG at Davis-Monthan AFB – Tucson, AZ

The acronym AMARG stands for ‘Aerospace Maintenance and Regeneration Group’, a group which is operating under the Air Force Materiel Command. The most conspicuous part of their facility at the Air Force Base of Davis-Monthan – also home to the 355th FW – is a huge open-air storage area in the desert. This is made of two parts.

The first is where surplus aircraft from the various branches of the Armed Forces of the US and some of their Allies are stored. Before being placed out on the desert, these aircraft are treated to better preserve them, sealing all doors, windows, holes and slots. Some parts are covered in a special white rubber coating, to protect them from direct sunlight exposure. The process can be inverted, and all aircraft preserved in these conditions can be re-activated and return fully operational.

The aircraft stored here in a mothballed condition are really many and make for an unbelievable sight! You will not find the same amount of planes in the same spot anywhere else in the world! And if you think this is just the ‘not strictly necessary part’ of the Armed Forces, well, it’s hard to imagine what the sight of all the aircraft on duty would be like!

In the same part of the installation there is also a kind of ‘commemoration alley’, where an exemplar for almost every model ever stored on the base have been preserved, so as to keep memory of the past activities of the AMARG. These aircraft are placed to the sides of a straight road in a mothballed condition.

The second main part of the AMARG is known as ‘the boneyard’, and it looks more like a huge scrapyard. Here aircraft which are not intended to ever return to active service are stored. Thanks to the good climate, their condition probably appears more derelict than it actually is. Most aircraft here are used as donors for spare parts to supply others still on duty. The business is not limited to within the national borders. At the time of my visit, there were still many General Dynamics F-111, which until recently had been used to supply spare parts to the Royal Australian Air Force, which had just finished to phase out that model from active service.

Geographically in the same area of ‘the boneyard’, it is possible to see also some larger aircraft on storage, up in size to the Lockheed C-5 Galaxy, plus some unique exemplars, like the incredible Boeing YAL-1, a modified 747-400 mounting an experimental laser cannon!

There are also some large missiles, and some mystery aircraft with civil markings, as well as a less attractive but really important asset – all the factory rigs necessary for re-booting the production of discontinued plane models.

Other items not on shortage here are jet engines. There are hundreds of them, some stored in dedicated cases, some just placed on a sand lot in open air.

The AMARG is very busy also with maintenance and conversion activities. At the time of my visit, they were working on the conversion of some McDonnell-Douglas F-4 Phantom into target drones for weapons testing.

Leaving the installation you can spot close to the fence of the airbase – and besides a parking area for sequestered cars – a small deposit for aircraft. I don’t know much about it, but noticed a pretty good number of interesting items, especially a series of Grumman Albatross.

Visiting

This is an active military installation, and visiting is managed only by the Pima Air & Space Museum through a special agreement with the Air Force. The museum is located at a short distance from Davis-Monthan, just south of downtown Tucson. You will need to go to the museum reception to arrange a visit. Tours are offered on a regular basis, but it is not possible to book tickets, so you will need to go early to make sure you get your tickets. Full info from the website of the tour here.

The visit will take a couple of hours in total. You will board an air conditioned bus and you will tour the AMARG facilities without stepping off, which is nice as the temperature maybe crazy outside. The guide during my visit was a friendly former Super Sabre pilot and war veteran. Taking pictures was allowed at the time of my visit, except when military personnel were in the scope of your camera and in some specific spots your guide told us. A very enjoyable visit to a truly unique place! Totally recommended for aviation enthusiasts.

Pima Air & Space Museum – Tucson, AZ

Besides being the largest privately run collection of aircraft in the world, this museum has adopted a very interesting acquisition policy and also boasts an active restoration facility, making the place interesting not only for plenty of aircraft, but also for their variety and condition of preservation.

The museum is organized with some large hangars, close to the reception and gift shop, a huge open-air part and some smaller hangars scattered over the property.

The first hangars showcase some items from the collection which were restored to a very good non-flying condition. These include a very rare Martin PBM-5 Mariner, a Lockheed SR-71 Blackbird, an A-10 Warthog, a F-14 Tomcat and a F-4 Phantom! Also a super rare North American F-107 is part of the collection. Already enough for a visit, these are just a starter…

On the outside you will find a representative for virtually any model ever in service with the USAF or the Navy since the Fifties, from fighters to bombers, transport and observation aircraft.

These include a B-47 Stratojet, two B-52 Stratofortress, a B-36 Peacemaker – it looks like a real monster even parked outside, where things look shorter! – and some special aircraft, like a ski-equipped C-130, a veteran of operation ‘Deep Freeze’ to Antarctica, a Super Guppy and the Boeing KC-135 Stratotanker christianed “Weightless Wonder V”, used for parabolic zero-gravity flights.

In a somewhat secluded part of the open-air exhibition you will find a shortlist of extremely rare aircraft, including a Beechcraft 2000 Starship, a twin turboprop design by Burt Rutan with a canard configuration, made for the executive market, and a Budd RB-1 Conestoga, an aircraft proposed during WWII when an aluminium shortage was feared, and mainly made of steel! Both models never entered serial production. Nearby there is also a Boeing YC-14 prototype, which participated in a competition for a STOL aircraft to replace the C-130.

Other highlights on the outside include a Convair B-58 Hustler and a Douglas VC-118 Liftmaster – a version of the Douglas DC-6 propliner – serving as Air Force One transporting Presidents Kennedy and Johnson on some official travels. But the list of interesting aircraft here would be really long!

Some aircraft in the exhibition are pretty rare to find at least in this part of the world. These include a French Sud Aviation Caravelle passenger aircraft, several British aircraft including a Fairey Gannet, and also some Soviet models.

The restoration facility could not be toured during my visit, but on the outside I could spot a rare Avro Shackleton patrol aircraft from the Fleet Air Arm – an unexpected sight in the desert of Arizona!

Among the warbirds preserved in the smaller hangars, a B-17, B-24 and B-29 from WWII are surely worth mentioning. Another interesting sight is one of NASA’s X-15 rocket planes.

You can choose to tour the huge open-air exhibition with special covered trolleys departing at certain times instead of moving around alone. I elected to go on my own, but I experienced a certain level of dehydration – as it is typical in deserts, a combination of intense sunlight, hot air temperature and very low humidity triggers intense perspiration from your skin, but this goes unnoticed to you, for sweat evaporates fast and has not the time to accumulate to form droplets, so you don’t realize anything strange is happening… until your mind starts to feel light and your legs very heavy! Luckily, there is a restaurant offering cold drinks inside the museum – there I consumed the fastest ‘tall size’ of Coke in my life during my visit!

Visiting

The museum is open year round and almost every day. Check the website here for further info. The location is quite close to downtown Tucson, and can be easily reached by car.

To help your plans, if you are an aviation enthusiast consider that the combination of a visit to this museum and the AMARG facility described above will easily fill a 1-day schedule, for this collection is extra-large and also very interesting. This is especially true if you are interested in taking pictures – something you are encouraged to do by the clean, perfect light typical of desert areas.

I visited in August and the temperature was very high. You can bear it easily thanks to the low humidity rate, but be sure to take precautions to avoid dehydration. Visiting in other seasons may be indicated to enjoy milder climatic conditions.

Titan Missile Museum – Sahuarita, AZ

This museum encompasses a full Titan II missile launch facility. The Titan II was constituted by a liquid propelled, two-stages missile capable of reaching targets more than 6000 miles away, transporting a 9 megaton W-53 thermonuclear warhead, the most powerful ever deployed operationally by the US.

There were just above 50 such launch sites in the US, in southern Arizona, Kansas and Arkansas, and this is the only one which can be visited today. The operational life of the missile spanned from the early Sixties to the mid-Eighties. Even though it was soon superseded by the Minuteman missile fleet, the mighty Titan II remains a true icon of the Cold War era.

Being more than 100 ft tall and weighing around 350’000 lb, this missile could not be moved easily, and was in fact kept in a concrete interred silo specifically built around it. The cylinder-shaped silo is a relatively small part of the installation, which is composed also of a number of underground passages, control rooms, staircases, storages, safety doors, air ducts, cables and literally tons of equipment.

The whole site was designed to withstand the blast of a nuclear attack directed to the silo, itself a designated target for the enemy of the time – the Soviet Union. To this aim, a large part of the structures in the underground facility are standing on a complicated elastic base, with springs and dampers to compensate for intense vibrations coming from the ground in case of a nuclear attack.

During your visit to the museum you will receive a briefing about the history of the Titan II in a service house. You will be given a helmet before accessing the underground control part.

The most interesting stop in this area is by the control room of the missile, where the condition of all systems was constantly kept under control. It was from here that the missile could be armed and launched in case an attack was authorized. During the visit you are shown a simulation of the launch sequence. This is a very lively experience, for all control panels are lighted on as they used to be when the system was actually working!

After exploring a bit of the underground site, you reach the inside of the cylindrical silo, where a Titan II is still standing today. Here you can appreciate the monstrous size of this ICBM, and the complexity of the system – many pipes going in and out, cables and other systems.

In the final part of the visit you leave the underground facility and return to the ground level, where you can have a look at some pieces of machinery like dismounted rocket engines, pumps and other equipment connected with the function of the site.

All in all, this museum represents a unique destination for aviation enthusiasts as well as historians, veterans of the Cold War and everybody with a fascination for relics of the duel between the two Superpowers. Even if you are not an expert, you will be astonished by the size and complexity of this missile, so there is definitely something for everybody in this site!

Visiting

The Titan museum is located south of Sahuarita, less than 15 miles south of Tucson, AZ, along the I-19 going to the Mexican border.

The museum is actually a friend of the Pima Air & Space Museum, but it is a separated entity, so timetables are different. Visiting is possible only through guided tours, which are organized on a regular basis. Full information from their website. They also offer special-themed tours to usually inaccessible parts of the site. Taking pictures is possible anywhere, for the installation is today decommissioned and declassified.

Touring the underground facility may ba a little uncomfortable when moving in groups – the rooms where not intended for tourist groups! -, there are several flights of stairs and the terrain is sometimes uneven. That said, for the average person there is really nothing to worry about during the visit.

Flying over Moosehead Lake & Lobster Lake, Maine

Probably not so famous for bush-flying activity as other locations on the West Coast, especially British Columbia and Alaska, the easternmost state of the US – Maine – has still much to offer in this sense. Besides the beautiful coast going from Portland to the famous Acadia National Park and the border with New Brunswick, the central and northern part of the state are totally wild areas, with few roads and many lakes, forests, wildlife and breathtaking panoramas you can appreciate from the air.

Similarly to the Rockies in the West, the Appalachians constitute an ideal backbone of all states in the North-East of the US. Of course, being far elder than their western counterparts, the Appalachians seem less massive and their peaks are not so high, yet the almost isolated domes of the last mountains of this range in Maine make for very unusual sights.

The wild features of this land, as in other parts of the US and Canada, make it a perfect place for bush flying and related photo opportunities. Determined to explore this part of the country from the air, in a party of three we found a nice company to fly with, with a base in the nice town of Greenville, ME.

The following photographs were taken during our stay there in 2011.

Getting there

We booked with Currier’s Flying Service – website curriersflyingservice.com. The planes of this company are all beautiful floatplanes, and in summer they can be spotted resting on water in a protected cove – named ‘West Cove’ – on the western border of the town of Greenville, the largest town on the shores of Moosehead Lake.

The small nice wooden terminal of the company is clearly indicated and can be found besides the main road (West Street), just before passing a railway bridge leaving from downtown Greenville heading for N.15 and Quebec City.

Sights

We had booked in advance via phone, and we were greeted by Sue, the wife of the owner, Mr. Roger Currier, who is also the pilot. We profited of a short time waiting for Mr. Currier to have a look at his incredible mechanics shop and hangar, which looked like it had come out of a National Geographic’s documentary or a book on open range explorations!

Besides an array of radial engines, including one with a fully assembled two-bladed propeller, we could see a hangared Cessna 195 on floats – Mr. Currier owns two of these, we flew on the other white and blue painted one -, a canoe, a historic small truck, and tons of engine parts, propellers, deer antlers, tools and cabinets. Going to the nearby pier, we could see the other aircraft belonging to the company, the Cessna 195 we were to fly on – I had expressly asked for this, due to the extreme rarity of this model on a world scale -, a modern Cessna 180 Skywagon, and a larger and nice De Havilland Beaver, a more common site in the Northwest, as Kenmore Air operates some on a regular timetable even from downtown Seattle.

After meeting with Mr. Currier we boarded the 195, with me in the front right seat – I am a pilot, so I’m often offered the first officer’s seat on similar occasions, just in case! This aircraft has only one yoke, which can be shifted to the left or to the right, leaving the not-in-command seat with much room. This and the fact that 195 has a high wing with no struts, similarly to the Centurion and Cardinal models, make this airplane a perfect choice for observation and photography missions. Those in the front seats enjoy a great lateral visibility, but the huge radial engine limits the view to the front, at least on water – things improve a bit in flight.

Furthermore, the two seats in the back are arranged in a saloon configuration, with much legroom and very good, unobstructed visibility to the sides – optimal for photography.

We taxied on water to the north for a while and took off to the south, making a left U-turn over Greenville and setting course again to the north. Another seaplane hangar, larger than that of Courier, can be spotted close to the center of Greenville. It used to be the home base of another flying service company, named Folsom, once famous for operating one of the few Douglas DC-3 on floats ever manufactured. Also the hangar of Jack’s Air Services can be spotted nearby.

Following the eastern shoreline of Moosehead Lake stationing at a 1600 ft above sea level, hence at a convenient zoom-lens distance to the ground, I could take pictures of the many coves and bays, including Sandy Bay, Lily Bay and Spencer Bay. From the photographs, it is clear that soon after leaving Greenville you really get into the wild. Looking east you can see in the distance mount Katahdin, the easternmost peak of the Appalachians.

Approaching Spencer Bay you get a beautiful close view of the Spencer Mountains and Spencer Pond.

Further north we reached Lobster Lake, again a wild area.

Turning west and then south we moved along the western shore of Moosehead Lake. I faced the sun in this part of the flight, and the plexiglass canopy didn’t help with the light, so the pictures are a bit blue-filtered. The most prominent feature of this second part of the flight was Mount Kineo, with the distinctive knife-cut shape, and Kineo Cove nearby.

Getting closer to Greenville we could spot some beautiful homes with direct access to the water, some with a floatplane moored nearby.

Touching down on water is not softer than landing on a runway – this was my first time – but the aircraft stops quite more rapidly than on a runway.

After landing Mr. Currier set off for another trip with two couples from Florida on the Beaver, taking off to the north.

Before leaving Greenville we had a stop by the Folsom hangar and by the local general aviation airport, where we found Folsom’s famous DC-3. The plane has been converted to the usual wheeled configuration. Furthermore, it looks damaged, resting in a marked right-banked attitude.

The flight took about an hour, a very enjoyable experience I would surely recommend if you are visiting this part of the country!

Wolfsschlucht II – Hitler’s Forgotten Headquarters in France

A few miles from the city of Soissons, and precisely in the municipality of Margival in the northern French countryside, southeast of the region of the Somme – where the fierce offensive of the British and their Allies took place in 1916 – lies a very little advertised and almost unknown item of great interest for war historians.

It was here, not far from where young Hitler fought for the Kaiser in WWI, that the occupation forces of Nazi Germany started building their headquarters in 1942. The place, not far north from Paris and at a similar distance from the coasts of Normandy and the narrowest section of the Channel, was probably selected also for the existence of a long railway tunnel, with an entrance hidden in a small but deep valley – of use for hiding the special armored train Hitler used to travel over the occupied regions of the Third Reich.

Being intended for acting as a major directional center where the Führer himself should be in charge, the military installation was designed with all that was necessary for leading the German offensive and directing operations on a potential western front, and with some comfort for the top figures of the German government. Similarly to other bases destined to host the Führer, the fort in Margival received a picturesque name – ‘Wolfsschlucht II’ or  ‘Wolf’s canyon II’.

The fact that soon after the D-Day operations and the real opening of a western front for Germany the region fell under Allied control meant that the installation was used intensively for only about three months in the summer of 1944 – it had began to be used more considerably from the first months of 1944, when an invasion from the sea began to be seen by the Nazi high command as likely.

Hitler reportedly visited the place only in one occasion and for 1-2 days in June 1944, soon after the successful landing of the Allies in Normandy, electing to concentrate personally on the Eastern front and leaving the command of operations to other generals. General Model resided in the installation in August 1944. Soon after the area was lost to the Allies.

But the history of the place was not over. The bunkers, barracks and service buildings had been constructed by the German paramilitary Todt organization with good care and had survived the war basically undamaged. They were used by the French Army until 1955 before being selected for quartering NATO forces until 1968. Then control was given back to the French Army, who abandoned the place with the end of the Cold War in the early Nineties.

Since then the place has been left deserted and has fallen into oblivion. Only in recent years a local society of enthusiasts has begun a lengthy but precious restoration work, which by now has interested only a limited part of the huge area of this military installation.

Due to the extensive use by western forces in the Cold War period, much of the few remaining interiors date from more recently than WWII. On the other hand, the buildings and their disposition are original from the German master plan.

The following photographs were taken during an exploration of the site in August 2016.

Getting there and moving around

Wolfsschlucht II has three main gates, one to the south in Margival, leaving the D537 as the road climbs uphill in a horseshoe bend, one to the east in Laffaux, leaving the D537 to the right before reaching the town center approaching from north, and the last to the north, on Rue Principale in Neuville-sur-Margival.

I selected the first of the three, for immediately after passing the gate and the former guardhouse there is a free area where you can conveniently park your car. This area is technically inside the old fence, so if there is nobody around to greet you and to ask about, you may be worried about your car being blocked inside if somebody closes the gate. I watched the door closely and decided it had been open for months, so I left my car inside. Soon after I met one of the members of the preservation society, who assured there was no trouble in parking where I had actually parked, so I guess you can adopt the same strategy…

I must mention the preservation society has a website where they advertise guided tours of the place, even in English language (website here). I tried to contact them in advance the days prior to my visit, about twenty-five times via phone, but could never speak with anybody – the line was free but nobody answered. I sent also some emails to the guys on the contact list of the site, and never received an answer. I decided to go anyway, and in the event I could tour the place without troubles, except a few restored bunkers, which are closed and cannot be visited except with a guide I guess.

The place is not particularly creepy. Once there, I found an entire family and various other people touring the area, plus people busy in the restoration of some of the bunkers. The railway track is still active, so there are also trains passing right besides the bunkers.

The bunkers are roughly aligned along a single road leading from the southern to the northern entrance, to the east of the railway track. The length is about 1.7 miles one way, so plan a walk of about 3.5 miles for a round tour of this installation.

Sights

The first large bunker you find when approaching from the southern gate is the ‘Loano’ bunker – all names are from after WWII, where the numbers painted on the bunkers are original German. The distinctive concrete dome and the surface with holds for practicing with climbing and doing exercises is an addition dating from after WWII.

The road then splits in two. Both ends lead to the northern part of the installation, where the most interesting bunkers can be found. The lower path goes along the railway, and climbs uphill steeply towards the end. There is less to see along that than the other path, going uphill immediately behind the ‘Loano’ bunker.

Along the latter, you can find a series of service buildings, barracks, clubhouses and canteens for troops. Also a former square with a flagpole can be seen to the side of the road at some point. Most of the buildings are totally abandoned. I explored some of them with some satisfaction, but what you can find dates clearly from relatively recent years.

Among other buildings, a partially interred bunker for troops, similar to those you can find in the batteries of the Atlantic Wall, can be spotted in the trees, refurbished but unfortunately not accessible. A distinctive feature of some of the buildings is their ‘partially armored’ construction, with the part reaching to the road made of lighter materials and that closer to the hill made of reinforced concrete.

I guess the iron window frames and blinds date back from WWII.

After a good walk you finally reach a T-shaped crossing and a group of buildings. Among them, the one belonging to the preservation society – ‘Berezina’ bunker. To the east you can spot the only multi-storey building of the complex, which reportedly served as a building for visitors, and actually looks like a small hotel. I don’t think this dates back from WWII, for the style is somewhat ‘un-German’. You can step inside at your own risk, for the building is totally derelict. Baths and canteens are still easily recognizable. To the back of the ‘Berezina’ bunker it is possible to find the entry of a heavy armored bunker, in a refurbished camouflage.

Going back to the T-shaped crossing and taking to the west you find one of the most interesting bunkers, a former communication bunker which was named ‘Patricia’ after the war. This building follows the ‘partially armored’ construction scheme. It is exceptionally long, possibly one of the largest of the kind in Europe.

Inside the building it is easy to distinguish the unarmored part to the front from the armored part to the back, closer to the hill.

Again the inside of the armored part is very similar to the bunkers of the Atlantic Wall, a consequence of both being designed by the same design studio. Remains of cables from WWII and of other equipment from various ages make this visit very interesting. It’s very dark inside the armored part, you will definitely need a torch, and be very careful, cause the pavement is uneven and there are manholes and other strange cavities all around.

The last part of the visit will bring you to the Führer’s quarters. Keeping going uphill, the road will turn north. As you reach the top of a steep climb you will be facing a corner building with three square pillars. This is bunker N.1, where Hitler was in his only visit to the Margival site in June 1944. The very sober decoration of the façade with the three pillars is the only distinctive feature of this building, which is again armored to the back.

Leaving the N.1 building to your left you may take a road proceeding around the hill without climbing. Along this road you see a grassy area with curbs framing a square spot on the ground. This is where a ‘normal’ – i.e. not armored – house for the Führer’s entourage used to stay. Further on, you can find an original Nazi swimming pool, again intended for top-ranking staff stationed in the installation.

Going back to bunker N.1 and taking to the north, you can find large buildings possibly originally hosting command services and canteens. At the time of my visit these were undergoing restoration.

A refurbished bunker with a ‘Tobruk’ shooting post can be found to the northernmost end of the building complex.

During my exploration I came back to the southern gate and to the ‘Loano’ bunker following the lower road along the railway. Being an active track, it should be approached with extreme caution. It is part of the tour, for it was there from the origin.

All in all, this was a stress-free, easy and enjoyable exploration. The site is rich of historical significance and showcases interesting military buildings from the period of Nazi Germany. I would recommend it for everybody interested, including those in lower than average physical condition. Don’t forget guided tours are possible in principle – I wish you are luckier than me in scheduling one!

The Atlantic Wall – Off the Beaten Track

Soon after gaining control over French territory in early summer 1940 and after the unsuccessful battle in the sky against Britain the following autumn, having successfully occupied all Nations in continental western Europe, Hitler’s military command decided to fortify the sea border on the Atlantic coast of the Third Reich.

At that time, this meant developing existing strongpoints and building many others anew along a shoreline extending from Norway all the way to the border between France and Spain, thus encompassing the western coasts of Norway, Denmark, Germany, Holland, Belgium and France.

The detailed preparation of this pharaonic project – the ‘Atlantic Wall’ – and its realization were commissioned by the government to the ‘Organization Todt’, a paramilitary organization led by Fritz Todt, and following his death by the minister of armaments Albert Speer.

Thanks to millions of tons of concrete, to forced labor – in the form of forced cooperation of the local skilled workers in the respective Countries -, and to often reconditioned cannons transferred from other fronts and older WWI forts, either original German or captured in occupied territories, tens of fortified bunkers for coastal defense of many sizes began to appear on the Atlantic coast and reached operational state between 1940 and 1944.

The proximity of the coast to undefeated Britain made the areas of southern Belgium and of the French Pas-de-Calais and northern Normandy the most fortified of all. Some among the most monstrous pieces of artillery ever deployed were installed in this sector, where it was expected that an invasion of the Reich would take place sooner or later. These batteries were operated by troops of either the German Army or Navy.

Comparatively less fortified, the coast of Normandy was that actually attacked in June 1944. Even though the German command knew an attack was imminent at that time, the preparation of the D-Day included deceptive side-operations, which successfully misled the Germans, who could not know exactly the point of the Allied invasion until little before the fateful dawn of June 6th.

Today, many of the coastal batteries in the area of the beaches of the D-Day, which played an active part trying to interfere with the Allied operations, are obviously national monuments and can be visited very easily.

On the other hand, the majority of the batteries of the Atlantic Wall, scattered along a very long coastline, have slipped into oblivion.

In France, many of the strongpoints close to the coasts and shores of the Pas-de-Calais are still there, derelict and often covered in graffiti, a very common sight along the coastline. More inland batteries and installations, including storage bunkers and service buildings, lie on private land, hence they are not publicly accessible (in theory…). In Belgium, much of what remained was willingly dismantled, leaving only a few sites open to the public as museums. And so on.

Even though the Atlantic Wall was an excessively ambitious project and remained a largely unfinished work, some of the completed installations are unusual and very interesting from the viewpoint of engineering. Thanks also to the many murals, inexplicably not preserved, dating back to the years of the Nazi occupation, exploration of many of these abandoned sites can be rewarding and a very interesting way to spend some time in these regions.

The following photographs were taken exploring some installations of the Atlantic Wall along the coast of northern Normandy and Pas-de-Calais, France, in August 2016.

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Fécamp

The garrison here operated a Würzburg Riese radar, of which the fork-shaped concrete base remains today, plus optical distance measurement devices. Entering the bunkers is not possible, the gates are locked.

Walking north on top of the shore, towards a horrible, really misplaced wind farm, it is possible to spot more measurement stations, with a characteristic bulged roof, a round shaped plant and a very thin observation slot. Going in is generally possible at your own risk – wild brambles obstruct the entrance.

Close to the road running along the coastline more demolished bunkers can be spotted, but they are out of reach, too close to the wind turbines and beyond a guarded perimeter.

Getting there and moving around

A car park can be found on top of the cliff north of the center of Fécamp, close to a small church. The area can be toured with a pleasant walk along the coastline on top of the cliff.

Dieppe

In the garden you can reach in the premises of the castle of Dieppe it is possible to spot the former entrance to the service tunnels of the local coastal fortifications. The gates are locked. Also a small bunker for a light cannon can be found nearby.

On top of the cliff besides the castle an armored metal observation post can be easily found. From there moving south along the road on top of the cliff you pass a totally inaccessible former battery besides a small parking area – the doors have been bricked up. Farther south another concrete observation bunker can be found, this time accessible with the usual precautions – it is very close to the rim.

Getting there and moving around

Reaching the castle is possible from the city center or from a dedicated parking. The top of the cliff with the metal observation post is a popular panorama point with a parking nearby. The concrete observation bunker can be reached with a narrow path with little difficulty – pay attention to the usual brambles and nettles.

‘Friedrich August’ Battery – Wimille

Little remains of this once huge battery with 305 mm naval cannons, operated by the Navy. The area has been converted for industrial production. One of the remaining bunkers, partly destroyed but still very large and imposing, can be spotted from the distance close to a factory on top of a hill, driving along Route de la Menandelle, Wimille.

The area is reportedly rich of remains of the Wall, including headquarters of the German admiralty, but all are on private grounds – not just pastures or vineyards, but fenced private gardens. I spent a couple of hours trying to get close to them without success.

All in all, it is much easier and more rewarding moving along the beaches in the area, where you can surely find some interesting remains.

Getting there and moving around

Unless you have some sort of permission and you are going with a local guide, don’t waste time leaving your car, just drive uphill along  Route de la Menandelle, Wimille. You will see the battery to your right in the distance.

‘Todt’ Battery – Audinghen

One of the best museums on the mighty batteries of the Pas-de-Calais has been created in one of the towers of the famous ‘Todt’ battery. This museum (Musee du Mur de l’Atlantique, wbesite here) is surely worth a visit to find an explanation of the working procedures of the battery, its history, and also for the pieces of artillery preserved here, including Europe’s only surviving ‘Leopold’ railway cannon.

A less visited place nearby the museum is the former N.4 tower of the same ‘Todt’ battery. This is totally abandoned and unfortunately the ubiquitous writers hit very hard with their ignorant spoiling. Nonetheless, in the almost total darkness – you will need at least an iPhone torch for moving around – of some of the former shell storage and service rooms many substantial traces of original Nazi murals can be seen still today – much larger and more interesting than those you can find in the museum.

Besides the service road, you can explore the firing chamber and the support platform of the cannon with the concrete platform of the main metal pivot still in place.

Getting there and moving around

Reaching the abandoned tower N.4 is easy from the museum. From the round about where D940 and D191 cross you will find the museum leaving D940 close by along a road called La Sence. Leaving the museum to your right, keep driving along La Sence. You will come to a T-shaped crossing, where you need to turn left. The road will start to descend downhill, and you will find a convenient parking area to the left just before reaching D940. Leave your car here. Leaving the parking from the main gate by foot, turn right on the road you just came from, and soon after take an unpaved service road to the left, in the direction of the sea. Follow this road until it turns left – about .15 miles later. You can spot the tower partly hidden by the trees.

The tower has a shape very similar to that of the one you can visit in the museum, so you may already have an idea of the plan of the site. Anyway, an entrance can be found on the eastern side – i.e. the back side – of the tower. The murals can be found on the lower floor, so no climbing is strictly needed. The ground is extremely muddy and slippery, so carefully choose your shoes. The rooms are almost totally dark, so you will need at least a small torch and good flash or a tripod for your camera.

You can also walk around on the outside to the front of the tower. Entering from there is very difficult, the level of the ground inside being much lower than that on the outside.

Calais

This unattractive port town is home to many installations connected with the Atlantic Wall. The beaches to the south of the town are crowded with cannon and observation bunkers, which are ‘gently’ moving with time from the original elevated positions to a lower level close to the water.

On a large abandoned area which was once a huge car park – possibly for embarking cars going over the Channel to England – to the west of the city centre it is possible to spot an armored tunnel/shelter for storing a railway cannon.

Getting there and moving around

The installations on the western beaches of Calais can be reached and walked very easily. Just park your car in one of the parking areas for people going to the beach and go by foot.

The tunnel/shelter cannot be reached, it is in an abandoned parking which nonetheless is private property (many signs and fences in place). You can photograph it with a zoom lens parking your car in front of the cemetery on Avenue Pierre de Coubertin, or in front of one of the gates of the area on Rue d’Asfeld. No walking is needed.

‘Oldenburg’ and ‘Waldam’ Batteries – Calais

Among the most remarkable remains of the Atlantic Wall, these two batteries are located close to the beaches east of central Calais.

The two huge towers of the ‘Oldenburg’ battery used to host heavy naval cannons and were operated by the German Navy. Today the cannons are gone, but the huge concrete bunkers are still there. Also a one-of-a-kind bunker hospital can be spotted nearby.

The installations are totally derelict, and unfortunately the area is today on the border of a guarded and overcrowded refugee camp, so you don’t feel very safe when moving around – small groups of young immigrants ‘escaping’ their camp and without much to do will probably find and stare at you – and at your belongings. Try to avoid misunderstandings, but be ready to defend yourself. On the plus side, Calais center is populated by much Police, clearly aware of the exceptional condition of the town in these days.

The ‘Waldam’ battery besides is placed farther east with respect to ‘Oldenburg’, in the territory of Le Fort Verd. Here besides the ‘usual’ intermediate size bunkers for cannons you can spot an interesting piece of engineering, in the form of a concrete bunker capable of revolving around a pin. At least one exemplar is still in relatively good shape. Also a very unusual observation tower for aiming equipment can be spotted nearby.

Exploring the site can be done with no official restriction, but the area is mainly for bird hunting, so be careful not to interfere with hunting-related activities. Accessing the totally derelict bunkers is possible if you go prepared to face wild vegetation, brambles and nettles. Immigrants do not go far from their base camp, so you have very low chance to find them if you move in the area of the ‘Waldam’ battery.

As usual in the area, ship-arresting devices, once standing half submerged on the beach, can be spotted around, often used as posts for roadsigns or for marking road corners.

Getting there and moving around

As already pointed out, Calais is not only unpleasant as usual for a mainly commercial port town, but it is also living a particularly bad moment, being overcrowded with immigrants posing some security problem. Fearing for my car I elected to park close to the beach way east of the ‘Oldenburg’ battery and of the refugee camp. A convenient parking used by some friendly hunters and local traffic can be found between Le Fort Verd and Les Hemmes de Marck. When driving east towards the latter (along Rue Jean Bart), turn left on a public unpaved road with no signs pointing straight to the coastline. The road turns sharply left towards Calais at some point, and you find a prohibition sign telling not to go further, and a good parking with some information panels. You can park there.

For reaching the ‘Waldam’ battery I would suggest using Google Maps or something similar on your phone – coverage is very strong. This is to avoid wasting time on dead-end passages between the countless ponds and puddles in the area.

The road you can’t drive on going west (Digue Taaf) will lead you back to the ‘Oldenburg’ battery. For reaching the ‘Waldam’ battery you will need to move north of the road, in the hunting area between the road and the beach.

From the parking to the ‘Oldenburg’ battery is about 1.5 miles one-way. Touring the area is a physically requiring task not only for the distance, but for you have to find your way on uneven terrain, with fields of brambles and nettles. You can have much fun if you like exploring and you go prepared, only don’t forget to bring some water and snacks – you are on a beach after all, so it will be hot and you will be totally exposed to sunlight.

Jüterbog/Niedergörsdorf – Abandoned Flight Academy in the GDR

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The area around the small town of Jüterbog – located 60 miles south of Berlin – has a long military tradition, with storages, barracks and training installations in place since the years of the Kaiser and Bismarck, about mid-19th century.

The region was selected for building one of the first flight academies in Germany before WWI, and flight activities with airships and other exotic flying material from the early age of aviation took place in those years.

Much was forcibly dismantled following the defeat of Germany in 1918, but the place regained primary attention with the advent of Hitler and the Nazi party to power. Among the various military installations built in the area, a modern flight academy was erected anew – baptized ‘Fliegertechnische Schule Niedergörsdorf’.

Initial technical training for both ground and flying staff of the Luftwaffe was imparted here until the break out of WWII and the conquest of Poland, when the academy moved to Warsaw.

The extensive group of buildings in Jüterbog retained a primary role in the advanced training of flight officers and engineers, aircraft and engine technicians. Technical personnel were trained to operate innovative weapon systems, in collaboration with research centers of the Luftwaffe.

With the end of the war the region fell under Soviet rule, and the military facilities – including the academy, which survived the war largely intact – were reassigned to various functions.

Info is available in less detail about this part of the story, as typical with military bases in the territories occupied by the Soviets… Part of the buildings of the academy were used again for training staff of tank divisions, but also a KGB station was reportedly activated there. As with most Soviet installations, it was given back to reunified Germany by 1994.

The place is since then abandoned, but differently from other sites formerly managed by the Soviets, it has been inscribed in the registry of landmark buildings, being an interesting specimen of Nazi military architecture.

Following WWII, the nearby airbase of Jüterbog – about a mile south of the academy complex – was operated both by East German (GDR) and Soviet air combat groups, until the Russians left in 1992. Soon after, the airport was permanently closed and partly dismantled. Unlike other Soviet bases in the GDR, flying units there never upgraded to MiG-29, so the aircraft shelters you can see there are of the oldest types.

I would suggest visiting the site for two reasons, a) the uniqueness of the architectural composition, with much of what you see dating back from the Nazi era – you can clearly notice the typical Nazi ‘sheer grandeur’, differing from the often poor and shabby Soviet military architecture… b) the very famous mural of the Soviet Soldier, which apart from the result of a little attack by an ignorant writer, is still in an almost perfect shape.

The following photographs were taken in late August 2016.

Sights

Niedergörsdorf Flight Academy

It should be pointed out that this place is actually off-limits, and there are clear prohibition signs at least on the front gate. Furthermore, it is not an isolated installation, but surrounded by other buildings, close to a small but active railway station and not far from a supermarket. Accessing the site via the blocked main gate is clearly not possible.

Finding an easy way in is not difficult, but standing to the signs on the gate, the place is also actively guarded, so you should be quick and concentrated when moving around. In order to shorten your time in, I suggest turning your attention to the northernmost part of the site.

Walking along the northern perimeter inside the base some Cold War, not very artistically significant murals can be spotted on the external wall made of the usual Soviet concrete slabs.

From there you can easily reach the semicircular building of the grand hall, probably the most notable of the base, and the one where the famous mural of the Soviet Soldier is.

When moving around the corner from the back to the front façade of the building, you find yourself on the road leading to the blocked main gate. You may be spotted from outside the base, so be careful.

Once in the area in front of the semicircular building, you can see to the south a nice perspective of the other buildings of the academy, surrounding a large inner court.

The inside of the main semicircular building – which should not be accessed – is in a state of disrepair.

There are two main floors and a less interesting third attic floor.

The beautiful mural of the Soviet Soldier can be easily found close to the stairs.

Here are some other details of this nice and sober example of Soviet monumental art.

Many other parts of the lower floors are covered in painted decorations, but these were probably of lower quality with respect to the Soviet Soldier – which appears to be a real fresco – and are today falling from the walls.

Another highlight of the visit to this building is the grand theatre. You should consider going with a tripod and/or a powerful torchlight for getting better photos than these, for the room is totally dark. Very creepy, btw…!

On the former part of the sports arena to the west of the building complex it is possible to spot a new little gym. Possibly to your surprise you will find the place is still run by a sporting club – this is nice, also for getting a better idea of how the place looked like when it was an active training center. On the cons side, walking around undercover is not easy, and maybe you are violating a private property ‘no trespassing’ instruction – even though I didn’t notice any.

An interesting part of the sports arena is the abandoned pool, which I guess was already part of the Nazi construction plan too – check photographs of postcards of the time on the Internet.

To get an impression of the complex from above, you may have a look to aerial pictures taken during a dedicated flight, reported here.

Jüterbog Airbase

A quick visit to the airbase south of the academy can reveal some interesting sights, including aircraft shelters from the early Cold War era which have been converted to hay storages or garages for agricultural vehicles. Many former taxiways can be freely accessed by car, some of them have been turned into ‘official’ roads. Also the apron in front of the large maintainance hangars can be accessed with a car with no restriction.

A small aeroclub operates with trikes from a new narrow grass runway in the northwestern part of the field, so access to this part of the field is restricted. Interestingly, much of the external fence with barbed wire is still in place around this area.

Other activities on site include go-karting. To the east of the base, part of the shelters are occupied by a private collection – Shelter Albrecht – centered on WWII and Cold War relics (covered in this chapter).

For a comprehensive set of aerial pictures of the base, taken during a flight over the area, have a look to this post.

Compared to other Soviet bases in East Germany, Jüterbog doesn’t offer much to the curious urban explorer today. Yet due to the vicinity of the flight academy it’s surely worth a visit. Furthermore, the countryside around is nice – apart from the unpleasant sight of a real forest of wind turbines! – so you may choose to have a walk around just for pleasure.

The area of Jüterbog is actually full of other interesting sites related to military history, documented in this post.

Getting there and moving around

Reaching the former flight academy is an easy task. The main gate is on Kastanienallee, Niedergörsdorf, and it can be accessed with a 0.1 miles walk from the Altes Lager railway station, again in Niedergorsdorf, Brandenburg. There is a convenient small parking besides the railway station. In case you want to explore the site, I would suggest considering this as a trailhead.

The area of Niedergörsdorf and Jüterbog can be reached in about 1 h 15 min from downtown Berlin by car. This is my preferred way for moving around – I hate having tight schedules when exploring! – but reaching the ‘operational zone’ by train from Berlin would take probably a bit less.

For visiting the base at Jüterbog you will need a car. Driving on the former taxiways is part of the fun when touring the base!

There are aircraft shelters both on the northern and southern sides of the runway, which is oriented in an east-western direction. The most convenient to come close to are those on the northern side, but be careful not to interfere with the many private businesses around. Barb wire fence can be found on the northwestern corner of the base.

I would suggest having a quick look at the Google map of the area for deciding how to move around. I wouldn’t rate these two ‘attractions’ difficult to visit in terms of physical barriers or when it comes to keeping the right course.

Vogelsang – Soviet Nuclear Base in the GDR

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‘The lost city of Vogelsang’ – this is the complete name often attributed to this former Soviet installation built under Stalin’s rule in 1952, located about 35 miles north of Berlin in the former territory of the communist German Democratic Republic (GDR, or DDR in German). Actually, the base was among the first three of the kind in size, housing about 15.000 Soviet troops of tank and artillery divisions, service staff and their families – much more residents than the majority of ‘normal’ cities in the region.

In the case of Vogelsang, two facts add to the usual grim aura of a deserted Soviet base.

Firstly, it was never much publicized among the locals, being large enough to contain all services needed by the troops and their families – it was basically a ‘secret base’. The trees now invading all free areas between the skeletons of the remaining buildings were not there until the early Nineties, when Russian troops left the former territory of the GDR – during 1994. Yet even when it was active, the place was hidden from the eyes of those passing by, thanks to the very rich vegetation. Its very location, pretty far away from everything, surely helped in shrouding it into secrecy.

Secondarily, at least in one instance in recent history, in the years of Khrushchev, of the latest Eisenhower and Kennedy administrations, this place was used for the deployment of an arsenal of strategic missiles pointing to European targets, reportedly in core Europe and Britain. Much confusion exists about dates and many details are missing – the deployment was so secret that even the government of the GDR didn’t know about it, so the existence of the base and its role are a somewhat ‘inconvenient reminder’ of the recent past for Germany. Today this base is still really hard to spot.

Anyway, I visited the site several times between 2016 and 2020, and I took the following photographs. While from the sequence of my visits it is apparent that the installation is quickly decaying, thanks to the combined action of the government and of ignorant writers, both showing a bothering null respect for history, there is still something left to see. I give also some basic info for getting to this site on your own.

Getting there and moving around

The village of Vogelsang can be reached by car from downtown Berlin in about 1 h 30 min – the road distance is about 40 miles, but a substantial part of the itinerary follows local roads, resulting in a pretty long time needed. Be careful when pointing your nav, for there are several towns named ‘Vogelsang’ in Germany. This one is in Brandenburg, located north of Berlin, along the road 109. The closest major town is Zehdenick, a few miles to the south of Vogelsang on the same road 109.

As usual with military bases, there is a railway track reaching Vogelsang, and getting there by train is of course possible. During my stay I heard the whistle of various trains passing there – even though I noticed only a very small station and nobody around, so possibly there’s no ticketing service. I noticed the scheduled time for arriving by train from Berlin is identical to that needed moving with a car. If you don’t want to be forced to stick to timetables, I suggest going by car.

Once there, I parked my car on the grass close to the only crossroad in town – where the 109 is crossed by Burgwaller Strasse. I parked behind the info table – there is obviously no info on the base, just about ‘regular’ nature trails in the area. Nobody complained about me parking there, and I found my car intact about six hours later…

Burgwaller Strasse crosses the railway and heads straight into the ‘zone’. Please note that soon after crossing the railway a) the road is not paved any more, b) there are prohibition signs about vehicle traffic, so you can’t go further with a car.

For moving around you will need an electronic map and possibly a GPS, cause the site is huge, and the area is covered with trees and vegetation, and many former roads are not visible any more, so getting lost is pretty easy. Moreover, from Google maps you can’t spot much from above, because of the trees. This makes a GPS + map of the site very important for the particular case of this site, differently from other bases.

I used my iPhone and it worked perfectly. Just install the free Ulmon (aka CityMaps2Go) app (app website here) and download the offline Brandenburg map – this provides an incredible detail. Furthermore, there is a strong Internet signal over most of the base – strangely enough, the area is well covered.

Anyway, if you don’t want to depend on the Internet once there, you can pinpoint the places you are more interested in on the offline Ulmon map before going – I did also this as a backup, cause I didn’t know whether Internet would be working.

I suggest not to overlook this point. Thinking back, I would have hardly made it without a cell phone with a GPS + map. You have to walk in the trees quite a bit before reaching any buildings. The trees hide everything and you can easily get disoriented – wasting much time moving around. Everything is solved with a GPS and a good map.

Over five visits, I spent almost 20 hours touring the place. During my first visit (lasting about 6 hours), I just concentrated on the southernmost part of it, which is of course the richest in remains, electing not to reach the launch pads closer to the village of Beutel (see this chapter). On that first visit, I walked approximately 11 miles standing to my iPhone, so be ready to walk. Even though there are no great physical barriers for moving around, the place is really abandoned and vegetation is wild. Probably you will need to walk in nettles and brambles at some point, so choose your clothes and shoes carefully.

On the plus side, you will see much wildlife!

Many interesting sights are outdoor, some are indoor. As usual, all abandoned buildings, except perhaps the nuclear storage bunkers that are very sturdy, must be considered dangerous. You should observe through the windows or enter at your own risk.

Sights

Missile Launch Pad

This is the southernmost, isolated launch pad on the site. You can see a concrete platform at the level of the ground about 20 feet long, with metal holding points. It was used to anchor missile-carrying trucks before tilting the missile canister vertical and preparing for launch. It is highly probable that the missile system intended to be installed here was the R5 ‘Pobeda’, NATO codename SS-3 ‘Shyster’. The relatively small range of this missile is in support of a deployment in a region so close to the border with european NATO Countries (see this chapter also for a general map of the missile installations in this area).

The road leading to the missile pad and from there to the main complex of the base today is barely visible. Traces of a barbed wire fence, delimiting the external perimeter of the base, can be found here, together with a network of trenches and dips once needed for the missile launch system (which included technical trailers with generators, control system panels, …).

The territory of the base is scattered with tokens from their former owners, from mugs to batteries, to military material of all sorts.

Southeastern Inner Access Post

Walking along the barbed wire fence from the missile launch pads to the core of the base, you will come across a long concrete wall. Soviet bases are often divided into sealed sectors. Access to the ‘service part’ of the base, with living quarters, schools, … was past this wall. The gate has disappeared, but you can find traces of it where the wall is interrupted and a concrete-paved road points into it. A cage for watchdogs can be found close to this checkpoint.

In a first building for the guards, with window railings, look for Russian writings even on the ground.

Buildings by the entrance post include a garage with writings in Cyrillic, with an apron for maneuvering trucks or cars. On the cranes inside the garage, you can find inscriptions by the Soviet troops occupying the base. Leaving this type of ‘autograph’ was typical for Soviet troops (see for instance the traces left in the theater of bases in Poland, here).

Nearby the entrance, a clubhouse, visitor center, or something alike can be found, with a pleasant architecture – large windows and a bar.

Entertainment Quarters

Two main buildings here, a movie theater and a clubhouse.

The theater is still in good shape. Some of the original lights and traces of the performance program board can be seen outside.

The road leading to the front entrance is still visible, but the façade is not imposing any more, for trees are now hiding it.

Signs and propaganda posters in Cyrillic alphabet and with photos can be spotted here and all around the base.

The café, with an original banner in Cyrillic, can be spotted to the left of the theater, close by a small warehouse with a loading platform.

Some kitchen furniture and gear can be still spotted around.

Between the theater and café buildings, you can find an incredible Soviet sculpture. The most striking feature you can see in the pics is a portrait of Lenin!

The Lenin panel was moved in 2017 to a Soviet-themed museum in Wünsdorf (see this dedicated chapter about this incredible place and its museum). The rest of the mural was there as of 2019, still reasonably resisting to the weather and spoilers.

Mural monuments are among the most interesting features of Vogelsang. Not far from this base, you can find another example of these Soviet creations described in this chapter.

Children School

This is rather creepy – even the curtains are still in place on some windows…! On the ground floor you can access a small gym.

Much of the heating system – made in Germany – is still in place.

On the first floor some very interesting murals can be easily spotted, together with traces of a small theater and special classrooms for language teaching and other purposes.

Soldiers Sports Ground

This has been turned into a corn field. Something of the original tribunes still stay, with original decoration made from parts of machinery I guess.

Water/Heating Plant

A small water pumping/heating plant occupies a building nearby the gym (see next section). Traces of the original hardware can be found, with writing in Russian.

Also a small living room, likely belonging to a technician looking after plant, is part of this small construction. Traces of the original curtains are still there! Unofficial writing in Cyrillic can be found on the concrete wall making for a small backyard to the plant.

Soldiers Gym

Very creepy! Gym apparel, subscription forms, record boards and gym gear still around…

To the back you can spot a former Turkish bath with no roof and trees in it.

Soldiers Barracks

There are pretty many buildings of the same kind aligned along a still visible concrete paved road between the school and the training center. Many of these buildings look like being close to collapsing. Some interesting halls and various items can be found in some of them.

Soldiers Canteens & Training Center

There are various canteens and entertainment centers scattered over the territory of the base.

Some nice murals in pure Russian naïve style can be found in some of the buildings. Some of the halls are very very large.

Among the most notable features in Vogelsang, a peculiar tank simulator and a small but very deep pool, for training purposes, can still be found in a dedicated training building.

Unfortunately the door appears to be blocked by a collapsed roof or something, but you can reach or at least see the features of interest through broken windows.

Base Headquarter

The headquarter of the soviet base in Vogelsang sit in a two-levels building with an imposing facade. Today you can see the remnants of a porter’s office, giving access to the main staircase.

Climbing to the upper floor, you reach a hall with a wooden canopy. Two corridors leading to the offices of the military staff depart from there.

From a 2020 visit, this building has taken a particularly rotting appearance, and maybe it is not going to last for long.

Mural of Soviet Triumphs & Soviet Soldier, plus Buildings Nearby

This is an incredible mural, about 60 feet long, with various symbolic scenes – army power, technology and agriculture, family and helpful society and housing for everybody.

A collection of Soviet emblems follows. This mural contributes greatly to the uniqueness of Vogelsang in the panorama of Soviet bases!

Turning your head 90 degrees to the right from this mural, you will see an artistically pleasant giant head of soldier, embossed on the side of a building. Differently from the mural nearby, this is of some artistic value. The head was still there during my next visits, even though writers have attacked the base of the wall where it is standing, and the plaster is starting to fail. Who knows how long this old guardian will stand, recalling the past splendor of Soviet Vogelsang with his sad expression?

Close by, it is possible to find scant remains of other propaganda gears, like a three-steps stand for speaking, a bigger one in the shape of a Red Banner flag made in concrete and bricks, and an adjoining painted mural with planes, ships and soldiers. Unique!

In this area you can find also some service buildings in a relatively good shape. Among other things, there is a (likely) central laundry, with (possibly) ironing machines still in place.

Still in the area, some buildings appear to host small apartments. As usual in Soviet bases, Pravda and other news adorn the walls – they were used to hang wallpaper, but this has largely gone today, and old news have faced again. Just reading the publication dates and titles, or looking at the pics, can be really intriguing.

Some of the buildings hosted nearby the mural hosted technical services, like boilers for centralized hot water supply, or similar. You may spend some time exploring this area, finding some curious rooms – and even a well preserved sauna!

Underground Cellar with Mural

An interesting sight for braver – maybe crazier – explorers can be found in the underground cellar, in the basement of a canteen building, among the service buildings just described.

There a big plaster (?) mural can be found, painted in bright colors, with missiles, soldiers, the Kremlin in Moscow and a huge red banner with hammer and sickle! The state of conservation is exceptionally good.

Also very interesting are the inscriptions left by troops stationed at Vogelsang, apparently coming from districts like Kishinev (now Chisinau, Moldova), Chelyabinsk (Russia), Krim (Crimea), Yakkabag (Uzbekistan), Donbass (Ukraine) – all around the USSR! The years reported range between 1989 and 1990. The mural might date from just little earlier, hence it may be relatively new, justifying its still good condition.

It is not a long walk from the surface, you just need to descend a short flight of stairs. The only thing is that the cellar is flooded, so you will need to explore it moving around in a kind of pool of clean but cold water, reaching up to your crotch! A good torchlight is mandatory. Other adjoining rooms display further inscriptions in Cyrillic.

Mirage Mural & Most Peripheral Buildings

A painted portrait of a Mirage 2000 was made on the back of a fence wall not far north from the mural of the Soviet triumphs, close to a watchtower. A data sheet in cyrillic alphabet is painted besides, and another aircraft is visible on another part of the wall.

Pretty curious about the choice of the Mirage, among all ‘enemy aircraft’ of Western powers. May be this was just the beginning of a gallery of portraits? As of 2019, I could not find this any more, maybe it is now gone.

As a matter of fact, this corner of the base is now close to an area to the north end of the base, where demolition works have stricken hard, flattening huge lots once occupied by many more buildings.

On the border of the surviving group of buildings, you can find some interesting items, including a garage, and another 3D monument, on the side of a secluded flat area now invaded by vegetation, which might have been a square or a small outdoor sporting facility.

Northeastern Gate Area and Defense Bunker

On the northeastern corner of this major remaining part of the base, just north of the school and theater you can find traces of a kind of park, with a network of walkways sided with hedges. Today, the plants used for hedging are overgrown, but you can still clearly recognize the original patterns. Furthermore, there are street lamps still standing an showing the way!

On the northern end of this once pleasant area, you can find a half-interred bunker. The entrances are bricked up, so you can’t get in. Considering the position, close to service buildings for everyone in the base, like canteens, gym, school, etc., this bunker might have been a defense bunker for the people of the base, in case of an attack.

A lonely gate and fragments of the wall surrounding this sector of the base can be found not far from here, a rather evoking sight.

Bunkers for Nuclear Warheads

These are located to the south-west of the base, pretty far from the living quarters and training centers, and closer to the limit fence of the and to the road and railway. A long concrete-paved road connects these two sections of the base.

Two bunkers can still be seen. They are very large and covered with land and vegetation. They have security gates at both ends. On one end, there are cranes probably for moving the nuclear warheads between trucks and the bunker. On the other end there is a small service building, attached to the side of the bunker.

The ventilation system is huge, with large openings, valves and extensive piping.

At the time of my first visit one of the two bunkers could be entered with no difficulty by the back gate. The thickness of the gate is impressive. Inside there are multiple interconnected cellars running along the main axis of the bunker, separated by walls and gates. Approaching the other end, where the entry gate to the crane area is blocked closed, there are rooms and ventilation control gears.

The inside of the bunker is very dark, but surprisingly it is far less wet than expected. Probably at least the construction layers for climate control are still working properly.

Since 2017, both bunkers are closed, but as you can see from the pics below, the exterior is still basically intact. Writings in Russian can be found on the gates of the bunkers.

Scattered around the bunkers are some guard turrets overseeing the area, walls enclosing it in a perimeter, as well as protected entrances to some subterranean passages. In front of the blocked entrance of the bunker you can walk in, there is a mystery wall of ceramic brick, whose function I can’t guess.

Warning: in the area between the two bunkers I almost stepped on much dangerous debris, like pieces of rusty barbed wire and similar items. Carefully watch your step.

North of the bunkers a large garage for trucks can be found. The bunkers just described were for warheads only. The missiles used to be stored in dedicated bunkers, once located besides the trucks depot (trucks were used to take the trailers carrying the missiles to the launch pad).

These missile storage buildings have been partly demolished, leaving some concrete slabs once making for a pavement. Some further bunkers have been interred (filled with land). I took some pics from the top of these old halls, by letting the camera down a loophole on the rooftop.

Cutting from the bunkers directly south to the road going back to the village, you cross the former perimeter of the base. From the inside you cross a wall, two lines of poles with traces of barbed wire, and a ditch. Thinking back, mines might have been buried between the two lines of barbed wire…

Southeastern Corner and Carved Graffiti

An incredible testimony of the people once occupying the base came as a surprise during a short detour in the trees from one of the major roads crossing the base, approaching the southeastern corner of its large premises. A group of graffiti carved in the trees by the presumably young Soviet soldiers stationed there, totally in Cyrillic with names and year, left a vivid trace of archaeological value in this region of Germany. Some inscriptions date back to the 1960s!

Approaching the railway track an unusual parking can be spotted, where only the lights are still in place. Totally disproportioned to the size of the town, it was probably connected with the military base, and is now deserted. A now dead railway crossing can be found too.

Final Comments

You can’t see anything unusual at a glance when passing by the very small village of Vogelsang. To say it all, you can hardly spot todays village itself – a handful of small houses along the main road.

This would be good for urban explorers and war historians, as it should protect what remains from writers and other spoilers. Paradoxically, it is not protecting the site from disappearing at a quick pace, as the German government is reportedly promoting reforestation in the area, and buildings are being demolished little by little.

It is a pity, for this former base is rich of examples of Soviet ‘art’ and of other very rare artifacts, which after all are now part of history, and perhaps should deserve more consideration.

Since my first visit some years ago, some buildings to the north have been demolished, and the bunkers closed forever. Ignorant writers and spoilers are taking their toll, too. In 2020 there were huge construction trucks and teams with heavy machinery working in the northwestern part of the base. Recent updates from fellow explorers reported that not much remains of the northwestern part of the base. Remarkably, the mural with the Soviet soldier has been demolished, and so the painted underground cellar, between 2020 and 2022.

This was partly expected, but as of 2022 it looks like we are getting close to the point when the present chapter will be a memento of what used to be in Vogelsang. There is still something left to check out there, but possibly not even such to justify a specific tour and the inconvenience of reaching this wild destination.

Monino – Central Museum of the Russian Air Forces

Probably the most famous air museum in Russia – and formerly in the whole USSR – the Central Air Force Museum in Monino doesn’t need a presentation for aviation enthusiasts from every part of the world. As a matter of fact, still today this is probably the world’s largest collection of military and experimental aircraft manufactured in the Soviet Union.

Similar to many air museums in western Countries, this aircraft collection has been located on the premises of an active airbase since it opened its doors back in 1958. For this reason, in the years of the Soviet Union and even for some time after its collapse, the collection couldn’t be visited without prior permission. A specially restrictive visiting policy was applied to foreign visitors, due to the technological content of the exhibition. Today things have greatly improved in this respect, and visiting is absolutely free for everybody, both Russians and foreign tourists, like it is the case for most similar sites in the West.

To be sincere, I expected something like what you can find in former peripheral Countries of the Soviet bloc – an array of rotting fuselages, landing gears, rusty jet engines and no information around. It turned out I was totally wrong. What caused my inaccurate prevision was I had failed taking into account the singular passion and nostalgia that Russians show still today for their Soviet past, at least when it comes to military power and technological glory. In this respect, many other more ‘western’ and politically correct neighbor Countries in Europe, like Italy and France, have a much colder attitude towards aviation and their own past aeronautical endeavors.

So, at Monino the conditions of the aircraft both inside and outside are extremely good, especially if you consider the harsh weather that aircraft bodies have to sustain in the terrible Russian winters. From photographs on the web you can rapidly realize most aircraft are covered in snow in winter, so visiting may be also not much rewarding in that season. I visited in September, and except for a Soviet-grey, cloudy day I could enjoy a normal visit.

From the technical viewpoint, the collection is composed of many aircraft and engines up to WWII, hosted indoor, plus a huge outdoor collection of aircraft covering the majority of military models deployed by the Air Force of the Red Army over the years of the Cold War, in their respective roles – strategic bombers, fighters, …

Also some really rare prototype aircraft are part of the exhibition – some of them, like the Tupolev Tu-144 and the Sukhoi Su-100, are unique and very famous. There are also some iconic (gigantic) Mil helicopters, and some liners. There is much information around for less experienced enthusiasts, almost all placards both in Russian and English – a very rare sight in English-unfriendly Russia! If you can speak or understand Russian – unlike me – you can also have guided tours with former Air Force staff, which are reportedly much interesting.

The following photos were taken during a visit in September 2015.

Getting there

One of the reasons for so few interested people actually include Monino in their visit plan is the fame of the place as almost unreachable, inconvenient and expensive. This fame is due to the many companies on the web chattering about permissions, passport requests, tickets in advance, many hours to get to the place and so on. These companies usually ask for many hundreds dollars for taking you on the trip.

These are genuine tourist traps. There is no need for any permission, the place is not any more an active base (since long) and you are not asked any document. Plus, getting there with the local railway system serving the greater Moscow area is very easy – the train has Monino as destination – and the totally inexpensive trip takes about 1h 20min, only due to the countless stops.

First of all, note that I don’t speak russian nor can I read the Cyrillic alphabet. Nonetheless, I managed to get to this place about 20 miles from center Moscow to the East without troubles and traveling solo.

Trains going to Monino depart Moscow Yaroslavskaya in central Moscow rather frequently, about two to four times per hour – accurate timetable available briefly googling for local trains from Moscow to Monino. The terminal is the local railway terminal, placed right behind the main cottage-like building of the railway station (from where you can go as far as Vladivostok…). You can buy a ticket from one of the countless automatic vendors – in Russian, impossible for me – or from one of the countless ticket offices – this was my option. I got a ticket for both ways – you just have to say “To Monino and back”, even though Russians are not friends of English, this request was immediately understood by the officer. The fare is very cheap. The line I considered terminated at Monino, reached after many many stops and about 1h 20 minutes later. Note that the railway ticket is required also for leaving the station on arrival, so you’d better keep it safe.

If all you had seen before in Russia is St. Petersburg and central Moscow, you might be a bit shocked, and feel like you had leaped in the past and well back into the Soviet era – large and cheap concrete buildings, partially paved roads, many elderly people walking around along silent streets and more bicycles than cars around. Sure the village is nothing special and far from monumental, but it’s not dark nor scary or unsafe. Plus you can notice signs of its past vocation, as ghost insignia and abandoned control booths typical to a former military installation can be spotted immediately close to the railway station and around the village, together with a Lenin’s statue still proudly placed in a small square on your path to the museum.

The only problem is that there are no signs for reaching the museum – not any until you are in front of the gate -, which is about .7 miles from the station to the other end of the village (South). You can take a (rare) taxi, or enjoy the walk. The latter was my option. The road is extremely straightforward. Actually it’s basically straight. If you don’t have a digital map, you can simply print the Google map of Monino with a satellite view of the buildings – this again was my option – and this is definitely enough to get to the place. I prepared this small map with the path I’ve followed and some notable sights.

The ticket to the museum is less than 3 dollars, very cheap.

For going back you just reverse the plan. Travel time in total for the trip both ways may be 3h 10min, including train and transfers between the gate and Monino station by foot. Adding about 3 hours for visiting the museum with a relaxed pace, a visit to Monino from central Moscow may take about 6 hours, so you may plan something more than half day for this visit.

Opening times can be obtained from the official website http://www.monino.ru, some Google-translation is needed if you like me don’t know Russian.

Sights

Including descriptions of all aircraft in Monino would be impractical and probably uninteresting. For this reason I will include only photographs and some comments. For an almost-full list of the aircraft in Monino, with something about each of the preserved exemplars, I would recommend the book in English A guide to the Russian Federation Air Force Museum at Monino by Korolkov and Kazashvili, published in the US.

In the blue-roofed building of the ticket office some early aircraft engines and panels about the history of aviation in Russia are presented.

Then you can enter the neighbor hangar, with some unique aircraft from up to WWII. These include an exemplar of the world-famous Ilyushin Il-2 Sturmovik.

The rest of the exhibition is hosted on the other side of the road. Immediately past the gate on one side you have probably the world’s largest helicopter, the twin-rotor Mil Mi-12. Facing this monstrosity, some iconic bombers, including the Tu-4, i.e. a licence-built Boeing B-29, and a prototype Tupolev Tu-22M, with ancestral engine fairings later replaced on the production version. Also notable are a Tu-22, Tu-128 – a really massive interceptor – and two very famous Soviet prototypes, the Myasischev M-50 and the Sukhoi Su-100, with its characteristic Concorde-like deflectable nose.

In a hangar nearby it is possible to find some further experimental aircraft, including rocket-propelled aircraft, high-atmosphere balloon capsules and other curious items.

Placed on an off-limits grassy area nearby the hangar there are some very uncommon aircraft awaiting restoration, and on the other side a good collection of Mil and Kamov helicopters, including the Mil-24A featured in the third chapter of the John Rambo series, a Mil-10 flying crane helicopter and a huge Mil-6 which used to work as a flying command station.

Nearby is the ‘Yakovlev alley’, where most aircraft from this high-tech design bureau are presented.

Approaching the far end of the exhibition grounds you can spot some of the Soviet ‘big ones’, including an Antonov An-22 Anthei, an Ilyushin Il-76, an Il-62 and a very rare Tupolev Tu-114 turboprop with counter-rotating propellers. This was among the fastest-flying propeller-driven aircraft in history.

Recently added to the collection, on one corner of the exhibition are two truly iconic Cold War veterans, a Tupolev Tu-142 and a Tu-22M Backfire, both retired production exemplars.

Other interesting items are a rare Beriev Be-12 huge seaplane, a pretty old Ilyushin Il-18 and a Il-2, and obviously the world-famous prototype Tupolev Tu-144 supersonic liner.

Before taking to the ‘MiG alley’ and ‘Sukhoi alley’ reaching to the exit, three unique prototypes should not go unnoticed, namely the Lavochkin La-250 supersonic interceptor, with a 1956 variable incidence delta wing, the high altitude Myasischev M-17, a twin tailed, ultra-high aspect ratio wing, the Buran flight emulator, created to reproduce the flight dynamics of the ill-fated Buran orbiter in terminal maneuvers, and the Bertini-Beriev VVA-14 ekranoplane. The latter was off-limits when I visited, and could be spotted sitting derelict in the backyard, awaiting restoration.

Approaching the exit you can notice a full array of MiGs, including some more rare to find in the West, like the MiG-25 ‘anti-Blackbird’ Mach-3 interceptor, and various Sukhoi designs ranging from early prototypes to the more modern exemplars. Among them a Lisunov Li-2, a licensed Douglas C-47, was undergoing active restoration when I visited.

Finally, some photos of the ‘pleasant village’ of Monino, a former militarized village.