In the early 60s, Tito reconciled with the leadership of the USSR. From that moment on, the Yugoslav Air Force again began to focus on the use of Soviet technology. Until its collapse, the USSR remained the main supplier of aviation equipment for Yugoslavia: the share of Soviet aircraft and helicopters in service in Yugoslavia from 1945 to 1992. accounts for 26%. A special place in the history of the Yugoslav Air Force is occupied by the adoption of the MiG-21 fighter-interceptor, on which (MiG-21 F-13) on July 17, 1962, during retraining in the USSR, Stevan Mandic became the first Yugoslav pilot to exceed the speed of sound in twice. Yugoslavia purchased the first batch of 40 MiG-21 F-13 fighters in 1961, the MiG-21 F-13 entered service with the Yugoslav Air Force on September 14, 1962, the first MiGs arrived at the Batainitsa airbase on December 25, 1962. In total, 45 were purchased. MiG-21 F-13, the last aircraft of this modification were decommissioned in 1980.
Yugoslav model Daliborka Stoisic, representing Yugoslavia at the Miss Universe 68 beauty pageant, in front of the MiG-21 F-13 fighter of the Yugoslav Air Force
Belgrade tried to negotiate with Moscow on the licensed production of MiGs and engines for them, but the Soviet Union did not go to the organization of licensed production of the latest fighters at that time in a country that was recently considered an enemy. Apparently, Yugoslavia also did not particularly insist, not wanting to break ties with the West ahead of time.
Soviet MiG-21 F-13 fighters and the American T-33 training aircraft of the Yugoslav People's Army; 1960s
Even the purchase of a batch of MiG-21 was shrouded in secrecy. In the Air Force of Yugoslavia, the single-seat MiG-21F-13 received the designation L-12, the twin MiG-21U - NF-12 (in 1965, 9 machines were delivered). Following the F-13 front-line fighters, the PFM (L-14) interceptors entered service with the Air Force and Air Defense.
MiG-21PFM 117 IAP JNA Air Force
For decades, MiG-21 fighters became the main defenders of the Yugoslav sky. Traditionally, the 204th Fighter Aviation Regiment, which was stationed in Batainice near Belgrade, received the latest technology. Fighter aviation regiments of the Yugoslav Air Force had two squadrons each. It was the 204th regiment that was the first to receive MiG-21 F-13 fighters in 1962. In 1968. 36 MiG-21 PFM were delivered. received the Yugoslav designation L-13. Moreover, the new MiG-21 PFM entered Batainitsa, and the F-13th from the 204th IAP was transferred to the newly formed 117th IAP (Bihach airbase). The Bihac airbase was commissioned in May 1968, and before that, work had been going on here for almost ten years on the construction of shelters in the thickness of the Piechevitsa mountain. The base consisted of four tunnels in the thickness of the mountain and five runways, two lanes were located on the side of the mountain, and three exited directly from the tunnels. The rock tunnels housed 36 fighters. The tunnels were closed by doors made of reinforced concrete, capable of withstanding even a nuclear explosion.
Yugoslav fighter MiG-21 F-13, leaving the rocky shelter of the Bihac airbase
In the same 1962, the first 4 SA-75M "Dvina" air defense systems arrived in Yugoslavia, and on November 24, the 250th missile regiment was formed, covering the capital of Belgrade from an air attack. Later, 4 modernized S-75M "Volkhov" air defense systems were delivered (2 - 1966, 2 - 1967). In total, 8 S-75 anti-aircraft missile battalions (60 launchers) were delivered to Yugoslavia.
Also, in the period from 1960 to 1961, 100 ZSU-57-2 were delivered from the USSR to Yugoslavia.
Also, the built 20-mm anti-aircraft installations "Hispano-Suiza" М55В4 of Yugoslav production entered service.
For the period of the entry of the troops of the Warsaw Pact countries into Czechoslovakia, on August 20-21, the Yugoslav Air Force was put on full alert: in Belgrade they seriously feared that the "lesson" would be held not only with Czechoslovakia. The invasion of the Soviet Army did not follow. In addition to two squadrons of the 117th IAP, the 352nd reconnaissance squadron - 12 MiG-21 R (L-14) was based in Bihach.
The purchase of another batch of 25 MiG-21 aircraft (this time modifications "M", L-15) in 1970 and 9 twin MiG-21US (NL-14) aircraft in 1969 made it possible to form the third regiment on MiGs - the 83rd IAP. Moreover, at the same time with the formation of the new regiment, the aircraft were castled again: the 204th regiment received the MiG-21M, respectively, the PFMs were transferred to the 117th IAP, and the 83rd regiment received the old MiG-21 F-13. The base of the 83rd IAP was the Slatina airfield near Pristina, Kosovo. Here, as in Bihac, tunnels were made in the thickness of Mount Golesh, intended for basing aircraft. In the same 1970, the Yugoslavs received 12 reconnaissance aircraft MiG-21R (L-14I). Thus, by the beginning of the 70s, there were six combat and one training squadron of MiG-21 aircraft at three air bases.
Yugoslav fighters MiG-21
At each base, alert forces were on alert, consisting of a pair of MiGs with suspended missiles. The MiG-21 fighters solved the air defense missions of large industrial centers of Yugoslavia. The crews were trained to perform high-altitude supersonic interception of air targets with missiles, since 1975 pilots began to train in striking ground targets with unguided weapons. With the complication of the international situation in the region, the regiments armed with MiGs were transferred to a state of increased combat readiness. So, when in 1974 the internal political situation in neighboring Italy worsened, and large NATO maneuvers began near the Yugoslav border, fighters of the 204th and 117th IAP periodically performed flights with suspended missiles over the Adriatic Sea and along the Yugoslav-Italian border, demonstrating strength and determination.
Pilots of the Yugoslav fighters MiG-21
In the mid-70s, the Yugoslav Air Force was armed with 700 aircraft and helicopters, and the personnel consisted of more than 1000 pilots. Pilots of the Yugoslav MiGs usually performed practical missile launches annually at training grounds in Sovetskoye. Target Union La-17, in Yugoslavia there were no remotely controlled targets. In 1968 there was an attempt to organize missile launches over the Adriatic near the Montenegrin coast. The target was a yellow-colored piloted Saber. The pilot ejected from the Saber after the launch of a MiG rocket. The shooting went well, but the experiment remained an experiment: the danger for the pilot of the target aircraft was too great. The level of training of the pilots was rated very high. For example, the annual flight time of pilots of MiG-21 aircraft was 140-160 hours, more than their counterparts from the Air Force of the People's Democracy countries flew, in the USSR Air Force the average flight time was also less.
In 1975, Yugoslavia purchased 9 MiG-21 MF. In 1977, the MiG-21bis and MiG-21UM began to arrive, the Yugoslav Air Force received 100 MiG-21 bis / bis-K (L-17 / L-17K) fighters and 35 MiG-21 UM (NL-16) training aircraft … These aircraft replaced obsolete MiGs in all three regiments, although individual MiG-21 F-13 fighters continued to fly until 1991.
Yugoslav fighter MiG-21 bis
In 1984, the 352nd Fighter Aviation Squadron received four MiG-21 MF aircraft, modified by their own forces as reconnaissance aircraft. They were equipped with the American K-112A aerial cameras purchased from the USA through third parties. The Yugoslav Air Force had reconnaissance aircraft MiG-21 R, but the photographic equipment installed on them was suitable only for performing tactical reconnaissance tasks. With American high-altitude cameras, the MiG-21 aircraft could conduct strategic and operational-tactical reconnaissance from altitudes of 8000-15000 m at a speed of M = 1, 5. The modified aircraft received the designation L-15M. By the time of the collapse of Yugoslavia, the Air Force had six squadrons of MiG-21 bis fighters and one MiG-21M. In total, until 1986, Yugoslavia received 261 MiG-21s of nine modifications and three submodifications.
May 1968 to May 1969The Yugoslav Air Force received the first 24 Mi-8T multipurpose helicopters. This number was enough to arm two transport squadrons of the 119th transport regiment, which was based at the Niš airfield.
A Mi-8T transport helicopter of the Yugoslav Air Force tows a 105-mm M56 howitzer on an external sling
From 1973 to the beginning of the 80s, Yugoslavia received another batch of Mi-8Ts, which made it possible to rearm two more squadrons of the 111th regiment in Pleso (near Zagreb), as well as the 790th airfield at the Divulje airfield (near Split). The last squadron was under operational command of the fleet. In total, the Yugoslavs received 93 Mi-8Ts from the USSR (they received the local designation NT-40). On the spot, some of the vehicles were converted into electronic warfare vehicles under the designation HT-40E. About 40 vehicles were in fire fighting service.
Transport helicopter Mi-8T of the Air Force of Yugoslavia
Since 1976, the AN-26 light transport aircraft began to enter service, which replaced the C-47 Dakota. A total of 15 An-26s were delivered to Yugoslavia.
In total, the USSR received 261 MiG-21 fighters of all modifications, 16 MiG-29s, several Il-14, two An-12B, 15 An-26, six Yak-40, 24 Mi-4 helicopters, 93 Mi-8T, four Mi-14PL, six Ka-25 and two Ka-28.
Multipurpose helicopters Mi-4 of the Air Force of Yugoslavia
Along with the purchase of Soviet aircraft, the development and production of its own models was carried out. Back in 1957, the Air Force issued an assignment for the construction of a new two-seat jet multipurpose vehicle. According to the requirements of the military, the crew members sat one after the other, and the aircraft was supposed to be able to operate from unpaved airfields. They planned to equip the vehicle with a full range of weapons and, in addition to training, use it as a light attack aircraft and reconnaissance aircraft. Work on the project with the British turbojet engine "Viper II" Mk.22-6 (thrust 1134kgs) was completed at the Technical Institute in 1959. In July 1961, a new plane, named "Galeb" ("Seagull"), lifted Lubomir Zekavitsa into the air. The vehicle turned out to be easy to operate, and the test program showed that the Chaika meets the requirements of the military in almost all respects. In 1963, the Yugoslav aircraft successfully debuted at the Salon in Le Bourget, and its serial production began at the Soko plant.
Fashion model posing in front of SOKO G-2 GALEB Yugoslav Air Force
A modified version of "Galeb 2" with a reinforced chassis (for operation from the ground) and an English ejection seat of the "Volland" company went into production. The first Viper engines were also initially imported from Great Britain, with plans to expand their licensed production in the future.
Multipurpose aircraft SOKO G-2 GALEB Yugoslav Air Force
The first serial "Galeb 2" entered the Air Force by the end of 1964, and the designers of the Technical Institute had also developed by that time a single combat version of the "Seagull", which was necessary to replace the outdated F-84G "Thunderjet" received from the United States in 1953 … The single brother "Chaika" received the formidable name "Yastreb" and was distinguished by a pressurized cabin, a reinforced structure and a more powerful turbojet engine "Viper 531" with a thrust of 1361 kgf. The first pre-production Hawks appeared in 1968 and were produced in two modifications - the J-1 attack aircraft and the RJ-1 reconnaissance aircraft. Later, a two-seater version of the TJ-1 appeared, released in a small series, mainly for pilots to practice shooting from all types of weapons.
Attack aircraft SOKO J-1 JASTREB Yugoslav Air Force
The attack aircraft's built-in armament consisted of three 12.7 mm machine guns (with 135 rounds of ammunition for each) mounted in the front of the fuselage. Suspended armament is located on eight hardpoints mounted under the wing consoles. The two outer nodes under each console can be used to carry 250 kg bombs, rockets, napalm tanks, etc. The rest of the units are intended for suspension of unguided rockets with a caliber of 127 mm.
Armament range for SOKO J-1 JASTREB attack aircraft
One of the options for the attack aircraft is the RJ-1 reconnaissance aircraft with three cameras and the possibility of suspension under the wing of lighting bombs. Another variant of the attack aircraft, the TJ-1, differs from the base model by the presence of a two-seater cockpit. Modifications of the J-5A and J-5B were also produced, on which the more powerful Viper 522 and Viper 600 engines were installed, respectively.
About 150 Jastreb attack aircraft of all modifications were manufactured for the Yugoslav Air Force.
In 1970, foreign buyers became interested in new Yugoslav aircraft. The first importer was Zambia, acquiring first six G-2A Galebs, and then six Hawks - four J-1Es and two RJ-1Es. Libya signed a fairly large contract, ordering 70 Galeb G-2AE and receiving the last of them in 1983. Orders of "Galeb" and "Hawk" for the Air Force of Yugoslavia and export for a long time provided the work of the workshop of the plant "Soko".
Even before the serial production of these vehicles, a small batch of light attack aircraft J-20 "Kragui" (a resident of Kragujevac, a small town near the plant), intended for use in guerrilla warfare, came off the stocks. In the event of a potential military conflict and the possible destruction of Yugoslav Air Force airfields, such an aircraft could take off from a short improvised grass runway. "Kragui" was a small single-seat monoplane with a piston engine "Lycoming" GSO-480-B1A6, armed with two 7.7 mm machine guns, missile and bomb armament was placed on the suspensions. The latter could include two unguided rockets with a caliber of 127 mm, 24 rockets with a caliber of 57 mm (two launchers), two incendiary bombs weighing 150 kg, or numerous small bombs weighing 2, 4 or 16 kg.
Attack aircraft SOKO J-20 KRAGUJ Air Force of Yugoslavia
In total, SOKO built about 85 aircraft, which, after 20 years of service in the Yugoslav Air Force, were decommissioned in 1990.
Development and production of auxiliary aircraft continued. In 1965, UTVA tested the UTVA-65 Privrednik agricultural aircraft, in which the wings, tail unit and landing gear of the UTVA-60 aircraft were attached to the new fuselage. The UTVA-65 aircraft had the UTVA-65 Privrednik GO and UTVA-65 Privrednik IO variants with 295 hp engines. and 300 hp. respectively. In 1973, a modified version of the aircraft appeared, which received the designation UTVA-65 Super Privrednik-350 with an IGO-540-A1C engine with a capacity of 350 hp.
UTVA-65 Privrednik
In the late 60s. UTVA presented an improved version of the light multipurpose aircraft UTVA-60, designated UTVA-66, which used a six-cylinder supercharged engine Lycoming GSO-480-B1J6 with a three-blade propeller Hartzell HC-B3Z20-1 / 10151C-5 The aircraft first flew in 1968 … In total, about 130 aircraft were produced. It had modifications: the ambulance UTVA-66-AM, the UTVA-66N float plane and the UTVA-66V military auxiliary aircraft.
Light multipurpose aircraft UTVA-66
Based on the UTVA-66V, a military version of the UTVA-66 civilian aircraft, the UTVA-75 multipurpose aircraft was created. The first flight of the prototype took place in May 1976. Serial production started in 1977. Until 1989, 136 UTVA-75A21 aircraft were produced. The aircraft was used in the Yugoslav Air Force as a target designation aircraft and as an aircraft for initial flight training. Each wing console has a suspension unit, so that when training military pilots, the aircraft can carry light weapons. The UTVA-75 aircraft can also be used for towing gliders. The upgraded version of the UTVA-75A41 began to be supplied to the troops in 1987. 10 built. In total, up to 200 aircraft were produced.
Light multipurpose aircraft UTVA-75
In 1969, the Czechoslovakian 30-mm ZSU M53 / 59 "Prague" entered service with the JNA air defense system, at the same time its production began by the forces of the Yugoslav industry. It is believed that a total of 800 such ZSUs were produced.
Since 1975, the S-125 "Neva" began to enter service with the air defense of Yugoslavia, a total of 14 divisions were delivered - 60 launchers.
In the same 1975, the 2K12 "Cube" air defense system began to enter service. In total, until 1977, 17 complexes were delivered (about 90 launchers).
In the 70s, 120 launchers of the 9K31 Strela-1 air defense missile system entered service with the anti-aircraft divisions of armored and motorized infantry brigades of the JNA.
At the Krusik factory in the town of Valjevo, production was launched under the license of the 9K32 Strela-2 MANPADS, and then their upgraded versions by Yugoslav engineers, and later the new 9K38 Igla. In total, by 1991, the JNA was armed with about 3,000 MANPADS.
JNA soldiers with 9K32 "Strela-2" MANPADS
