In 315 from Nov 1941 till May 1943. CV+3bars. CM (Gold). No score.
His own autobiography, courtesy of Michal's son, Nick Najbicz:

    After passing matric at the gymnasium “Wojciech Gorskiego”, I enrolled at the “ School of Aeronautics” in Warsaw, where after three years, I was awarded a diploma of “Aeronautical Engineering”.  My Military service was carried out at the “Little Eagles” Air Force School in Deblin, where I graduated as a Pilot.
 My first position was in the Aerodynamic Institute, working on tunnel measurements & calculations. After one year, I was transferred to the position of Assistant to Professor Witoszynki, to study the development of supersonic tunnels. In 1938, I was offered a position at I.T.L (Institut Techniczny Lotnictwa) as a technical observer.  I had to fly with a Test Pilot, for spins on an aircraft “Los’”, after reports of impossibility to recover. For February, 1940, I was booked for the Higher Pilotage course.
    On  1 September 1939, in the trenches which had been dug in front of the hanger of I.T.L. , in the presence of the highest technical authority of the Polish Air Force, I was calculating the performances of the latest Polish fighter , “Kobuz”, flown in the early morning, by pilot Kula. On September 6, with a party of I.T.L. pilots, we left Warsaw for a Rumanian Black Sea Port, to receive “Spitfires”.  A few days later the expedition was cancelled, due to the collapse of the Resistance in Poland, and the Spitfires returned to England.
   On 19.9.39, I crossed the Polish Rumanian border, and was sent with most of the staff of I.T.L. to Harlau as an internee.  At my own risk, I escaped from Harlau to Burcharest, and from there, through Yugoslavia and Greece and I landed in Marseilles, from where I was posted to Lyon-Bron. In February 1940, I joined one of the so-called Finnish Squadrons, with the idea of going to help Finland, but because of the shortage of equipment and planes, we were unable to go to Finland.  In the meantime the Finnish Resistance to the Russians ended.
    After the collapse of France, I went through Port Vandres, Qran, Rabat and Casablanca to reach Gibraltar.  In Gibraltar in July, mobilized pilots were sent by ship to England where, by the end of August we were already flying without going through duals. In September 1941, I was posted to O.T.U. (Operational Training Unit) on completion of which I was posted to 306 Polish Fighter Squadron.
    After a few weeks with 306, I was posted to 315 Polish Fighter Squadron at Northolt, as the first line of defense of London. In May 1943, I was promoted the position of Flight Commander of 308 Squadron.
    As I was very interested in air-to-air firing, I spent my evenings studying gunnery.  The effect was that in December 1943, while I was on a gunnery course, I was assessed as “exceptional”.  I was also successful in bringing Squadron 308 from the last (33rd) position, to first position in the Fighter Command gunnery competition. On 31 March 1944, after three operational tours, I left Squadron 308 and was transferred to Sir Delivery Flight, with the idea of flying different types of aircraft - single and twin engined.
In December 1944, I was posted to A.A.E.E. ( Aircraft and Armament Experimental Establishment) to test fly on twin engined aircraft.
    When my C.O. found that I had no official conversion on twin engined aircraft, he refused to allow me to fly, and , because I was not prepared to work in an office only, I had to leave Boscombe Down. Thereafter I volunteered to go to India on ferry service.  There I got my licence to fly all aircrafts on all routes. I was flying in India, Burma, Siam, Malaya and Indo China in the most dangerous monsoon weather.  For this I was awarded the “Burma Star”.  As far as I know, I am the only Polish pilot who was awarded this decoration.
    On the 24.7.46, with W/O SZYPULEWSKI, we flew from Bombay to Bangkok to deliver the first Dakota K.G. 473 to the Siamese Air Force.  We were received by the Chief of the Siamese Air Force, who was to become the future King of Siam.
    Because of the Polish Pilots’ delivery of these Dakotas, Poland gained a great deal of exposure in the Bangkok press.
In November 1946, I was recalled to England to be de-mobilised, and in this way, an exercise to take off on a “Tempest” from an aircraft carrier, and to land in Japan, ended In England, my application to emigrate to South Africa was approved, and in November 1947, I landed in Durban. The problem was what I should do, as S. African citizens were returning home from war, and there were no jobs for foreigners. I became, temporarily, a lorry driver, motor mechanic, fridge mechanic and foreman electroplater.  I finally met up with two more polish Air Force officers, and we decided to join in starting an electroplating shop.
    In 1949 we opened the door of our new firm called “Silver Wings”, in Pietermartizburg. During this time, I met the Polish boys who were studying at the Pietermaritzburg Technical College.  On the premises of “Silver Wings”, I organised games for them, such as Volleyball, and these activities were held after Sunday mass. Because of differences in the policy of running “Silver Wings”, I resigned and started a new manufacturing firm called “Electra”.  After ten years, when the firm grew too big for me, I decided to sell “Electra”.  I then started “Castors & Wheels engineering Supplies, which I ran until 1990.
When I arrived in Pietermaritzburg in 1949, I joined the Pietermaritzburg Aero Club, where we trained three Polish boys as Pilots.
    I established a money prize called “Mike’s Envelope”, for an Aero Club spot landing competition.  This is still in existence and shall remain so. I was made an Honorary Member of the Aero Club in September 1986, and presented with a scroll.  “In recognition of my valuable contribution to aviation, and all matters related thereto”. I am a member of the Royal African Air Force Association. The Spitfire society and also the South African Air Force Association.
    In 1987, owing to ill health, I had to give up my licence, after 51 years of flying.  This ended my dream of completing 60 years flying. In 1956 I married a South African, we had three sons, two of whom were flying and are now holding very responsible positions.
    I hold the Cross of Valour and three bars, Gold Cross of Merit, Cross of Warsaw, Polish Air Force Medal and three bars, and campaign stars. I have flown over 2000 hours on single and twin engines, on sixty different types of planes.