On the night of May 4, 1980, Tito died in Ljubljana, but even during his lifetime, two new aircraft models were developed and adopted, which became the "calling card" of the Yugoslav Air Force.
Back in the late 1960s, the governments of Yugoslavia and Romania began to study the possibility of jointly creating a multipurpose subsonic fighter. This option made it possible to split the costs that each of the smaller countries alone could not afford. According to the estimates of the army command, the air forces of both states were going to purchase about 200 such aircraft. After the work of the joint commission, the tactical and technical requirements for the new machine were finally formed, which they planned to equip with a pair of Viper engines, since both Yugoslavia and Romania produced various versions of this turbojet engine under license. By mid-1972, designers from the Yugoslav Air Force Technical Institute and the Romanian National Institute of Science and Technology completed work on a joint project. Two prototypes began to be assembled at the same time - in Yugoslavia at the Soko company and in Romania at the Craiova plant. The aircraft were almost identical only to the fuselages with the British ejection seat "Martin-Baker" Mk.6, and each side had its own equipment and armament.
Production of a prototype single-seat attack aircraft in each country began in May 1972. The main order in Romania was placed at the IRAv aircraft plant (today Aerostar SA) in Bacau, where the fuselage, assembly and testing of the Romanian prototype were produced; IRMA Baneasa (now Romaero SA) in Bucharest made the wings and ICA Ghimbav-Brasov made the rest. The Yugoslav prototype was produced at factories in Mostar (SOKO), Pancevo (UTVA) and Trstenik. The division of labor was as follows: Romania produced the front fuselage, keel and additional tanks, and Yugoslavia produced the wings, the rest of the fuselage and the tail.
Two British Rolls-Royces Viper Mk 632-4IR were selected as the engine, which were located on both sides of the fuselage. The choice was not accidental - this model was produced under license in both countries: in Romania - at the "Turbomecanica" plant in Bucharest, and in Yugoslavia - "Orao" in Railovac, near Sarajevo.
On October 31, 1974, with a difference of 20 minutes, both prototypes took to the air for the first time, receiving the name "Orao" ("Eagle") in Yugoslavia (J-22 - J from jurisnik = attack aircraft) and the IAR-93 index in Romania.
Prototype J-22
The two-seater combat training version of the aircraft received the designation NJ-22 Orao. The Yugoslavian prototype of the two-seater took off in November 1976. One of the Yugoslav prototypes was lost in 1980 near Mostar after a collision with a bird.
Deliveries of pre-production vehicles began only two years after the start of testing. This was due to the fact that it was necessary to reduce the weight of the aircraft, which was 1000 kg more than the declared one.
The first Yugoslav batch of pre-production cars was produced at the end of 1977 and became operational at the beginning of the next year. The party consisted of 10 single IJ-22 and 5 double INJ-22. These machines were later named "Orao" 1. They were used mainly for reconnaissance, since they did not have built-in weapons, the installation of which required drastic changes in the design.
Light multipurpose attack aircraft J-22 of the Yugoslav Air Force
In 1980, production began on the first series of Yugoslav aircraft, which consisted of 15 IJ-22s and three INJ-22s. The first aircraft of this series took off in January 1981, after which the aircraft entered service with the Yugoslav Air Force as reconnaissance aircraft. The first armed versions of the aircraft, the single D-22 and the double INJ-22, entered service in 1982-83.
The 353rd IAP of the 97th Air Brigade, based at the Ortyes airbase, became the leading unit in the development of new equipment. The second was the 351st iap of the 82nd ab at the Cerkelje airbase in eastern Slovenia. They were armed with aircraft modifications IJ and INJ-22, which were used as reconnaissance aircraft in the interests of two assault squadrons based in "Cerkelje".
Light multipurpose attack aircraft J-22 of the Yugoslav Air Force
One double INJ-22, at the Soko aircraft plant in 1984, was converted into a marine reconnaissance aircraft INJ-22M (M from "morski" - "sea") by installing additional equipment in the rear cockpit and hanging a container with a radar to search for sea targets. The plane performed several flights at the Ortes airfield near Sarajevo, but nothing is known about its further fate.
In 1981, a radical modernization of the aircraft design took place. Fuselages and systems were changed on production vehicles, in particular, upgraded Viper engines Mk.633-7 (2 x 2270 kgf) were installed.
The first Yugoslav aircraft with such an engine, designated SY-1 or J-22NS, took off on October 20, 1983, and on November 22 of the following year, the test pilot crossed the sound barrier on it.
Due to some problems with the engine, serial production of the aircraft began only in 1986. The Yugoslav military assigned these aircraft the designation J-22, while in the West the aircraft received the designation J-22 (M) or "Orao" 2. A total of 43 J-22s were built.
The two-seater version of the NJ-22 took off for the first time on July 18, 1986, after which 12 NJ-22s were built (in the West - "Orao" 2D).
In addition, another 8 J-22 and 6 NJ-22 entered service. Some sources indicate that these were aircraft modified from the early IJ-22 and INJ-22, which is quite realistic, since the fuselages of the machines are identical.
The first two shock squadrons in the Yugoslav Air Force that received new materiel were the 238th light bomber squadron of the 82nd ab in Cerkle and 241 lbae of the 98th ab at the Petrovets airbase (Skopje). The third squadron (242nd lbae, 172nd legs) at the Golubovtsi airbase (Titograd, now Podgorica) was retraining for a new type.
Light multipurpose attack aircraft J-22 of the Yugoslav Air Force
In total, about 210-220 Orao aircraft of all modifications were built, the last aircraft was produced in February 1992. The assortment of weapons for Orao aircraft includes two 23-mm GSh-23L cannons with 200 rounds per barrel, American AGM-65 Maiverik air-to-surface missiles and Yugoslavian Kh-66 Thunder (Yugoslav version of the Soviet X -23), French concrete-piercing bombs "Durendal" and British cluster bombs, as well as various nationally produced weapons.
In 1972-1973. In France, a batch of 21 Aerospatial SA.341 H Gazelle helicopters was purchased, later SA.341H Partizan helicopters were produced under license by SOKO at the plant in Mostar (a total of 132 helicopters were built).
Multipurpose helicopter SA.341H Partizan
Since 1982, the plant in Mostar switched to the production of SA.342L helicopters (100 aircraft were manufactured). Helicopters SA.342L were built in two versions. The Gazelle-GAMA (Gazelle-MALjutka) fire support helicopter was intended to combat armored vehicles and was armed with four Malyutka ATGMs.
Fire support helicopter "Gazelle-GAMA"
The choice for the armament of the anti-tank helicopter ATGM "Baby" was explained by the presence of such complexes in service with the ground forces of the JNA (Yugoslav People's Army) - the helicopters could replenish the ammunition of the army. The SA.341L HERA (Helicopter-Radio) helicopter was intended for reconnaissance and artillery fire adjustment. The helicopter squadrons were armed with Gazelles of all three modifications, usually: four Partizan (old SA.341H), and 4 new Hera and Gama each.
Having accumulated experience in the joint construction of a complex combat aircraft, Yugoslavia and Romania, when creating a multipurpose training vehicle of a new generation, each went their own way. Nevertheless, the Yugoslav "Super Galeb G-4" and the Romanian IAR-99 turned out to be very similar both in appearance and in characteristics. "Super Galeb G-4" was intended to replace the outdated SOKO G-2 GALEB trainer aircraft and J-1 JASTREB attack aircraft, significantly differing from them, leaving the previous name only as a tribute to tradition. In the future, in order to avoid doubts about the significantly better characteristics of the new "Seagull", in comparison with the previous family, they were named "Super Galeb". It was a completely modern multipurpose aircraft, capable of competing with the latest Western aircraft of the same class - the English Hawk and the German-French Alpha Jet.
With the Viper engine 632-46 (thrust 1814 kgf), the first prototype of the Quartet took off for the first time in July 1978, and in December 1979 the second prototype joined the tests. Onboard radio electronics G-4 includes rangefinder equipment, radio altimeter, radio compass, VHF radio communication, high-frequency omnidirectional navigation and landing system. Although this aircraft is only 25% heavier than the G-2A, its payload is significantly higher.
Experienced Yugoslav light multipurpose attack aircraft "Super Galeb G-4"
After a test program and the necessary modifications, "Galeb 4" went into series since 1982, being released simultaneously with "Orao 2". They also thought about the development of a single-seat purely combat version of the aircraft, but it did not come to production. The Air Force of Yugoslavia made a large order for these aircraft to SOCO, but the collapse of the country led to the cessation of aircraft production.
Light multipurpose attack aircraft "Super Galeb G-4" Air Force of Yugoslavia
In total, 132 aircraft were built until 1989, of which 12 were sold to Burma.
Light multipurpose attack aircraft "Super Galeb G-4" Burma Air Force
The aircraft carried an under-fuselage container with a 23-mm GSh-23 cannon (200 rounds). On four underwing hardpoints - bombs weighing up to 500 kg, NAR. Since 1990, Yugoslav specialists have been working on modernizing the aircraft to the G-4M Super Galeb, namely, improving the electronic equipment for navigation and weapon control, a system for improving functionality in icing conditions, expanding the use of weapons, including 2 short-range missiles R-60 and R-73 at the wing ends, two AGM-65B air-to-surface missiles, Maevrik and Kh-23, and the Kh-28 anti-ship missile.
At the factories of UTVA in April 1983, in order to learn navigation and use of weapons, a light multipurpose aircraft Lasta 1 ("Swallow") was developed. The plane made its first flight in September 1985. Structurally, it is an all-metal low-wing aircraft with a retractable bicycle chassis. In January 1989, a modified version was released - Lasta 2, lighter, with a shorter fuselage and new electronics including the Ferranti ISIS D-282 fire control system.
The creation of "Orao" and "Super Galeb" clearly demonstrated the high professional level of Yugoslav designers and the capabilities of the domestic aircraft industry. Tito's policy of non-alignment had a positive impact on the development of his own aviation industry: in 1946 - 1992. 2221 aircraft of 116 different variants were built in Yugoslavia, and the share of aircraft of its own production in the total number of aircraft that were in service with the Air Force during this period was almost 41%.
Significant funds were invested in the construction of modern air bases capable of withstanding a nuclear strike. The Zhelyava airfield near Bihach was just such a base, the construction of which cost US $ 7-12 billion. The advantages of the base are due to the location of its radar - on Mount Pleshevice, in the nerve center of the air defense system, which covered the airspace of the SFRY, and, possibly, a large territory. In addition to the well-protected radar, control center, communications and related facilities, the airbase included tunnels intended for the permanent basing and maintenance of three squadrons: 124th and 125th fighter and 352nd reconnaissance, equipped, respectively, with MiG- 21, MiG-21bis and MiG-21R.
It was possible to get into the 3.5-kilometer system of tunnels through 4 entrances, which were closed by 100-ton doors with an air pressure, while three of them were intended for aircraft. In the future, it was planned to re-equip the base with machines developed by Yugoslavia under the Novi Avion program.
The vaults of the tunnels were reinforced with concrete to mitigate the effects of the attack. Barracks, generators were located underground, there was access to a source of drinking water and other facilities and resources necessary in wartime. The canteen of the air base was designed to serve up to 1000 people at the same time; stocks of provisions, fuel and ammunition allowed the base to function autonomously for up to 30 days. The fuel supply was carried out through a 20-kilometer network of underground pipelines from a warehouse near Bihac.
There are 5 runways on the surface of the object. The complex was directly defended from the air - by numerous air defense systems (Kub, etc.), from the ground - by motorized infantry and military police. Access to the base was strictly regulated, up to the opening of fire on approaching people without permission.
MiG-21 fighters of the Yugoslav Air Force in underground shelters at the Zhelyava airbase
Yugoslavia among the non-aligned countries was not only the leader in the field of aircraft construction, but also in the field of military training. Hundreds of pilots from Africa and Asia have been trained here.
In the field of technical equipment, the Air Force and Air Defense of Yugoslavia reached their peak in the 80s, when the ultra-modern MiG-29 fighters entered service (MiG-29 and 25 years later remain in service with the Air Force and Air Defense of Serbia), Ka-28 helicopters (the most difficult on the composition of the avionics of the aircraft, ever in service in Yugoslavia), Western-made radar S-600, AN / TPS-70, etc.
Yugoslavia became the first European country to adopt MiG-29 fighters. In 1986, a contract was signed for the supply of 14 MiG-29 fighters and two twin MiG-29UBs.
Fighter MiG-29 of the Air Force of Yugoslavia
The MiG-29 fighters entered service with the Yugoslav Air Force in 1989 under the designation L-18.
Fighter MiG-29 of the Air Force of Yugoslavia
The first aircraft were flown from Lukhovitsy to the Balkans in October 1989. For the first time, Yugoslavian MiGs were shown publicly at the Batainitsa airbase on May 15, 1988. The MiG-29s entered service with the 127th Vityazi squadron of the 204th IAP. The purchase of a rather limited number of MiG-29s was explained by the high hopes that the Air Force command pinned on Novi Avion. "Novi Avion" was also known under its own name "Sloboda" (freedom). It was assumed that the MiG-29 fighter will become a "temporary" type designed to close the gap until planned for the mid-1990s. the adoption by the Yugoslav Air Force of the Sloboda fighter of its own design. The media reported that Yugoslavia was going to purchase 16 more MiG-29 fighters, but the collapse of the SFRY prevented the supply of aircraft of the second batch.
Yugoslavia could become the first country outside the USSR to be armed with Su-27 fighters in 1989. Unfortunately, the country's Air Force leadership and personally General Anton Tus decided that the Su-27 is too big an aircraft for such a small country like the SFRY. It was decided that the MiG-29B, when guided from the ground, could be the best response to NATO fighters.
The Novi Avion (New Aircraft) began to be developed in Yugoslavia in the late 70s of the twentieth century and was a supersonic jet multipurpose aircraft (planned to be released in interceptor, fighter-bomber and reconnaissance versions) of the 4th generation. The first flight was conceived for 1992, and serial production was to begin in the mid-90s. The project has long appeared in the press and documents under various names: Novi Avion, Nadzvucni Avion (Supersonic Aircraft), Yu-supersonic, YU-avion, Yu-82, Supersonicni borbeni avion (supersonic combat aircraft), Yu-visenamenski borbeni avion (multipurpose combat aircraft). The program for its creation was officially announced in 1986 in Brnik.
At the beginning of this program, like many others in Yugoslavia, stood Josip Broz Tito, who in 1974, after the flight of the first prototype of the Orao aircraft, announced that Yugoslavia also needed a supersonic aircraft. In May 1977, the Aviation Technical Institute received an official assignment to begin the design of this aircraft.
According to the documents, the aircraft was to be built according to the "canard" scheme with active control, built using modern composite materials and have one engine that provides increased lift. Equipped with multipurpose radar and integrated navigation system, the cockpit is equipped with digital indicators and high automation. The armament of the aircraft was to consist of a 30-mm double-barreled cannon with 300 rounds, medium-range air-to-air missiles and air-to-ground missiles with the ability to carry bombs and containers with reconnaissance and electronic warfare equipment weighing up to 5,000 kg at five suspension points.
In the mid-80s, the Aviation Week and Space Technology magazine called the Yugoslav supersonic fighter development program one of the most ambitious projects in world military history. But difficulties arose with the power plant (there were options for installing British and French engines), after which financial difficulties followed, in 1990 the assembly of the first prototype began. But the collapse of the country, war and sanctions put an end to the project. In 1991, it was finally closed, and the Aviation Technical Institute was closed.
Estimated performance characteristics: crew - 1 person, length - 13, 75 m, height - 4, 87 m, wingspan - 8, 5 m, empty weight - 6247 kg, maximum takeoff weight - 13500 kg, engine thrust - 8500 kg, maximum speed - 2000 km / h, ceiling - 17000 m, ferry range - 3765 km, range - 465 km, armament: 1 cannon 30 mm (300 rounds), various weapons at 11 suspension points.
One of the six Yak-40s purchased in the USSR in the 1970s was converted by the Yugoslavs into an electronic warfare aircraft.
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The fleet's aviation was represented by deck-based helicopters Ka-28 - 2 units and Ka-25BSsh - 6 units. And also an amphibious helicopter Mi-14PL - 4 units. The PLO Ka-25PL helicopters were received from the USSR on November 22, 1974 and were based at the Divule Air Force Base near Split (Croatia). The machines received the Yugoslav name NR-43 (helicopter
antipyretic-43).
Yugoslavian helicopters Ka-25
1980-1982 The 784th anti-submarine helicopter squadron received four Mi-14PL helicopters (the Yugoslav designation of helicopters KhP-44, Helicopter-antipodmornichki-44).
Anti-submarine helicopter Mi-14 of the Air Force of Yugoslavia
The Mi-14PL was supplemented by the existing Ka-25PL helicopters. The pilots were trained according to Soviet instructions, the practical training of the Mi-14PL crews took place in Kach near Sevastopol on the basis of the 872nd anti-submarine aviation regiment of the USSR Navy. In 1987, two Ka-28 deck helicopters (export version of the Ka-27) were received for the frigates under construction.
Yugoslavian helicopter Ka-28
Initially, the 784th squadron was stationed at the Divulje hydro base (Croatia). In addition to fighting submarines, the crews practiced the inspection of sea areas with the help of radar and the guidance of fighter-bomber aircraft at surface targets. During the exercise, the Mi-14PL and Ka-28 helicopters (entered the squadron in 1987) were used as mini-AWACS, transmitting information to the crews of the Orao and Yastreb fighter-bombers. In December 1987, one Mi-14PL became a participant in a tragic incident at the hydro base. After the repair, the technicians incorrectly connected the pedal rods. The helicopter fell without really lifting off the ground. The pilots were not even injured, but a soldier who was near the emergency landing site was mortally wounded by the rotor blade. The standard armament of the Mi-14PL helicopters was the American Mk.44 torpedoes.
In the 1980s. in Yugoslavia, work began on the creation of its own multipurpose helicopter weighing about 9 tons - VNH-90 (Vise Namjenski Helicopter, multipurpose helicopter of the 90s). The VNH-90 helicopter was intended to replace the Mi-8. It was planned to install the TM-1500 engines with a capacity of 1500 kW on serial helicopters, and the Turbomeca Makila turbine engine with a capacity of 1130 kW on the prototype. The helicopter with a four-bladed rotor was designed to carry 24 soldiers or 20 passengers in a civilian version, or 12 patients on a stretcher in an ambulance version at a speed of 280 km / h. The avionics were planned to be carried out according to the latest electronic technology based on Western technologies. The helicopter was supposed to be easy to maintain and relatively inexpensive. For the military version, the presence of armored protection of the cabin, armament of a new generation ATGM was stipulated. Based on the basic model, it was planned to develop an anti-submarine modification and an AWACS helicopter. The industry of Yugoslavia did not have experience in the development of middle class helicopters, which is why the design progressed very slowly. Therefore, in parallel with the design of the VNH-90, the issue of the possibility of licensed production of foreign helicopters was studied, primarily the Western European Aerospatial AS / 332 Mk 2, Westland W-30 Super Links and the American Bell 214ST, subject to their adaptation to the requirements of Yugoslavia. As part of this plan, on March 5-7, 1984, the French held a presentation of the AS.332M "Super Puma" helicopter for the JNA command and representatives of research organizations in Belgrade. The French made ten flights, demonstrating the helicopter's high climb rate and its ability to perform sharp turns. Finally, the operation of the automatic approach system was demonstrated. "Super Puma" was appreciated as a modern multi-purpose helicopter, but it took three years to organize its production in the SFRY, in addition, the military wanted a more efficient machine.
Thus, in the field of technical equipment, the Air Force and Air Defense of Yugoslavia reached their peak in the 80s, when the ultra-modern MiG-29 fighters entered service (MiG-29 and 25 years later remain in service with the Air Force and Air Defense of Serbia), Ka-28 helicopters (the most complex aircraft avionics ever in service in Yugoslavia), Western-made radars S-600, AN / TPS-70, etc.
In service with the military air defense in the eighties entered 18 SAM 9K35 "Strela 10"
Moreover, the Yugoslavs liked the air defense system so much that they put it on the base of their M-80A BMP, under the designation SAVA
Swedish 40-mm automatic "Bofors" L / 70 with radar guidance.
The BOV-3 ZSU was created on the basis of the 20-mm Hispano-Suiza M55 A4B1 anti-aircraft gun and the Yugoslav-made BOV wheeled armored vehicle. A significant disadvantage of the ZSU was the lack of a radar and the placement of magazines for 60 shells each on top of the cannons, which made it impossible to reload them from the inside out.
ZSU BOV-3 JNA at the parade on May 9, 1985
On the basis of the BOV-3, the BOV-30 ZSU was created with a double-mounted 30-mm cannon. However, it did not go into mass production, only a few copies were produced.
In the late 80s, a deep modernization of the Air Force began. It was planned to adopt a 4th generation fighter of its own design and a multipurpose medium helicopter - also of its own design. In the first half of the 90s, it was planned to purchase Soviet S-300 air defense systems, Mi-24 and Mi-26 helicopters, an additional number of MiG-29 fighters, but all these plans were thwarted by the civil war. In total, by the end of the 90s, it was planned to enter the troops of 300 new aircraft of its own production: 120 J-22 Orao, 30 G-4 Super Galeb, 150 promising Novi Avion aircraft.
The Ministry of Internal Affairs of Yugoslavia had its own aviation. The first helicopter appeared in the police in January 1967. It was bought in Italy AB.47J-2A.
In the early 1970s. in Italy they bought three AB.206 Jet Ranger I, in 1976 - one Jet Ranger II, in the late 1970s. - six Bell 206B and three Bell 206L-1 helicopters arrived from the USA.
Also, the helicopter fleet of the Ministry of Internal Affairs was replenished with three "Gazelles". Helicopters were used in the traditional "police-police" manner: traffic regulation, security during mass events, etc. However, in the late 1970s. Within the Ministry of Internal Affairs, a detachment was created to combat terrorism, in whose interests the AV.212 helicopters purchased in Italy worked.
In the late 1980s. all helicopters of the Ministry of Internal Affairs were merged into the 135th helicopter squadron, which was based at the Belgrade airport. The police helicopters had a blue and white civilian color. In May 1991, a security helicopter squadron was formed and the federal police squadron was disbanded.
