Tuesday 10 December 2019
Artist rendition of an eagle on an Eagle fighter aircraft
Artist's rendition of an eagle on a J-22H Orao (Eagle) on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
UTVA 754 Ekranoplane
UTVA 754 Ekranoplane concept model on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
The design dates from 1982 at the Zagreb Ship Institute, and was not completed.
The design dates from 1982 at the Zagreb Ship Institute, and was not completed.
S-75 Dvina anti-aircraft missiles on trailers
S-75 Dvina anti-aircraft missiles on trailers in the back storage yard at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
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| S-75 Dvina missiles on trailers |
Utva 65S Super Privrednik
Utva 65S Super Privrednik on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"Utva Privrednik was the first exclusively agricultural aircraft of indigenous origin, design and manufacture. It was designed in 1965 engineers Branislav Nikolić, Mirko Dabinović and Smiljan Cotič in only eight months! Due to unification, and in order to reduce production expenses, they applied wings, tail unit and landing gears of Utva 60. Due to easier maintenance of plane’s structure, and approach to the equipment, the skinning on the fuselage left side could be opened. The chemicals tank of 700 kg capacity was made of glass plastics, thus eliminating negative effect of chemicals against tanks walls, and in case of emergency, it was possible to drop, empty liquid in 6 seconds, only.
During designing an extra attention was focused on pilot’s safety. The structure of forward art of fuselage, cockpit and pilots harnesses was calculated to overloading of 25 G units. IN the case of turning over of the plane, besides strengthened top of cockpit, pilots could use one of two side retractable emergency exits. At last, windscreen and landing gears legs were supplied with electric wire cutters.
In operation Utva 65 proved itself as a trustful and economical aircraft, thus a number was exported to Turkey, (8), Algeria (5), Bulgaria *2), Sudan (2) and India (1). It was produced in series in two variants, of which the second, (65C), was made in 10 examples, supplied by a stronger engine and increased wings, and thus better load-carrying.
The last, of total of 66 manufactured planes was withdrawn from use in 1986. The same year the Air Museum took over the plane from Agricultural Aviation, Vršac, and included it into exhibition."
"Utva Privrednik was the first exclusively agricultural aircraft of indigenous origin, design and manufacture. It was designed in 1965 engineers Branislav Nikolić, Mirko Dabinović and Smiljan Cotič in only eight months! Due to unification, and in order to reduce production expenses, they applied wings, tail unit and landing gears of Utva 60. Due to easier maintenance of plane’s structure, and approach to the equipment, the skinning on the fuselage left side could be opened. The chemicals tank of 700 kg capacity was made of glass plastics, thus eliminating negative effect of chemicals against tanks walls, and in case of emergency, it was possible to drop, empty liquid in 6 seconds, only.
During designing an extra attention was focused on pilot’s safety. The structure of forward art of fuselage, cockpit and pilots harnesses was calculated to overloading of 25 G units. IN the case of turning over of the plane, besides strengthened top of cockpit, pilots could use one of two side retractable emergency exits. At last, windscreen and landing gears legs were supplied with electric wire cutters.
In operation Utva 65 proved itself as a trustful and economical aircraft, thus a number was exported to Turkey, (8), Algeria (5), Bulgaria *2), Sudan (2) and India (1). It was produced in series in two variants, of which the second, (65C), was made in 10 examples, supplied by a stronger engine and increased wings, and thus better load-carrying.
The last, of total of 66 manufactured planes was withdrawn from use in 1986. The same year the Air Museum took over the plane from Agricultural Aviation, Vršac, and included it into exhibition."
Fizir FN
Fizir FN on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"This plane was among the most popular and the best basic trainer, and simultaneously the first indigenous air cat type built in series. Designed by Rudolf Fizir, Dusan Stankov and Ivan Rukavina, as a private venture, prototype built by own means in Fizir’s workshop at Petrovaradin (Novi Sad). First flight was done on "Jugovicevo” airfield at Novi Sad, in May 1929. After the prototype on test flights showed satisfying results, the National Aero club ordered a number of FN planes, intended for the basic pilots’ training, and the Air Force Command followed, ordering another number of "fizirs”, for the same purpose. The first 20 aircraft series started at "Zmaj” aircraft factory, and until the beginning of the W.W.II in Yugoslavia, FNs were built also at aircraft factories "Rogozarski” and "Albatros” in several series – production totaling 193 planes. Two types of engines were applies, in-line Mercedes D.II, of 88 kW (120 KS), and the same power, radial engine, built under license at aircraft engines factory "Vlajkovic”, Rakovica, by Beograd. Four exemplars were transformed in seaplane version, equipped by metal floats and radial engine Walter "Mars” of 106.7 kW (145 KS). After the war, one FN, (evidence number 9002), was transformed into a float seaplane.
"This plane was among the most popular and the best basic trainer, and simultaneously the first indigenous air cat type built in series. Designed by Rudolf Fizir, Dusan Stankov and Ivan Rukavina, as a private venture, prototype built by own means in Fizir’s workshop at Petrovaradin (Novi Sad). First flight was done on "Jugovicevo” airfield at Novi Sad, in May 1929. After the prototype on test flights showed satisfying results, the National Aero club ordered a number of FN planes, intended for the basic pilots’ training, and the Air Force Command followed, ordering another number of "fizirs”, for the same purpose. The first 20 aircraft series started at "Zmaj” aircraft factory, and until the beginning of the W.W.II in Yugoslavia, FNs were built also at aircraft factories "Rogozarski” and "Albatros” in several series – production totaling 193 planes. Two types of engines were applies, in-line Mercedes D.II, of 88 kW (120 KS), and the same power, radial engine, built under license at aircraft engines factory "Vlajkovic”, Rakovica, by Beograd. Four exemplars were transformed in seaplane version, equipped by metal floats and radial engine Walter "Mars” of 106.7 kW (145 KS). After the war, one FN, (evidence number 9002), was transformed into a float seaplane.
During the W.W.II production of Fizir FN continued 1943, in the aircraft factory "Zmaj”, at Zemun, a suburb of Beograd, then in composition of the NDH, the Independent State of Croatia. When in October 1944, the NOVJ, the People Liberation Army of Yugoslavia freed the state capitol, at production lines of "Zmaj” were captured 11 just completed " Fizir FNs, among which was the exemplar, today exhibited in Air Museum Beograd. This plane was used in the Yugoslav Air Force, under registration number 9009, (c/n 9), serving as trainer and communication aircraft. In 1947, together with remained planes of this type, plane was transferred to the National Aero club, getting civil registration marks YU-CAY. In aero clubs besides for pilots’ training, Fizir FNs were used for gliders tugging, up to the late fifties. Plane 9009/YU-CAY was included into the Air Museums collection in 1962, and was restored with the Kingdom of Yugoslavia Air Force markings."
Fieseler Fi 156 Storch / Mráz K-65 Čáp
Fieseler Fi 156 Storch / Mráz K-65 Čáp on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"Shortly before the war the Air Force of the Kingdom of Yugoslavia bought twenty observation planes type Fieseler Fi 156C-1 Storch, of which majority were destructed during the April War 1941. By the end of the W.W.II units of the NOVJ (the National Liberation Army of Yugoslavia) captured eight planes of this type, and in 1947 further 14 planes, license produced after the war in Czechoslovakia under designation Mráz K-65 Čáp. Storks were in an inventory of the YAF until late 1957, when remained planes (Storchs and Čáps) were handed over to the VSJ (the national Aeronautical Association of Yugoslavia), where the last was withdrawn from use in 1960.
Plane "Stork" on display is a license built in Czechoslovakia type Mráz K-65 Čáp, (the YAF serial 9393, c/n 91, YU-COE), built 1946 and the next year introduced into the YAF, was one of two Storks in Yugoslavia converted into ambulance version, and after being removed from an inventory the Air museum took it over from Aero Club Maribor."
"Shortly before the war the Air Force of the Kingdom of Yugoslavia bought twenty observation planes type Fieseler Fi 156C-1 Storch, of which majority were destructed during the April War 1941. By the end of the W.W.II units of the NOVJ (the National Liberation Army of Yugoslavia) captured eight planes of this type, and in 1947 further 14 planes, license produced after the war in Czechoslovakia under designation Mráz K-65 Čáp. Storks were in an inventory of the YAF until late 1957, when remained planes (Storchs and Čáps) were handed over to the VSJ (the national Aeronautical Association of Yugoslavia), where the last was withdrawn from use in 1960.
Plane "Stork" on display is a license built in Czechoslovakia type Mráz K-65 Čáp, (the YAF serial 9393, c/n 91, YU-COE), built 1946 and the next year introduced into the YAF, was one of two Storks in Yugoslavia converted into ambulance version, and after being removed from an inventory the Air museum took it over from Aero Club Maribor."
Polikarpov Po-2
Polikarpov Po-2 on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"The first four planes given to Yugoslav aviation on island Vis on 14th September 1944, were allotted to the Liaison Escadrille if the Supreme Headquarter of the National Liberation Army of Yugoslavia. During war, were received another 20 to 30 planes "Polikarac”, (the common nick-name of Po-2), while after the war, followed mass delivery – during 1945, only, more than 100 were obtained. Except for pilots’ training and liaison tasks, planes were used in complementing lack of planes of some operative units, as night bombers – until coming to units the "real” aircraft, modern bombers. Since 1948 this type of aircraft started gradually going over to the sport aviation, the the VSJ, transferring 87 planes in all for pilots’ training, gliders towing, parachutists’ jumps, and air ambulance service. In agricultural version, "Polikarac” played a great role in repulsing the forest’s parasites invasion.
Due to lack of spare parts for M-11D engine, Yugoslav designer 1958 reworked plane fuselage, in order to mount available Walter Minor 6/III engines, developing 160 hp, (119,3 kW). This variant was designated Po-2W, W regarding to Walter engine.
The last example of this aircraft type in Yugoslavia was written off Register in 1976, and exhibited plane, (YU-CNT, the YAF serial 0089), was a gift of Aero Club Mostar in 1971, and it is the only preserved original Po-2 in Serbia. Besides that, in Museums aircraft collection is another Po-2, but equipped by a Walter Minor 6/III engine."
"The first four planes given to Yugoslav aviation on island Vis on 14th September 1944, were allotted to the Liaison Escadrille if the Supreme Headquarter of the National Liberation Army of Yugoslavia. During war, were received another 20 to 30 planes "Polikarac”, (the common nick-name of Po-2), while after the war, followed mass delivery – during 1945, only, more than 100 were obtained. Except for pilots’ training and liaison tasks, planes were used in complementing lack of planes of some operative units, as night bombers – until coming to units the "real” aircraft, modern bombers. Since 1948 this type of aircraft started gradually going over to the sport aviation, the the VSJ, transferring 87 planes in all for pilots’ training, gliders towing, parachutists’ jumps, and air ambulance service. In agricultural version, "Polikarac” played a great role in repulsing the forest’s parasites invasion.
Due to lack of spare parts for M-11D engine, Yugoslav designer 1958 reworked plane fuselage, in order to mount available Walter Minor 6/III engines, developing 160 hp, (119,3 kW). This variant was designated Po-2W, W regarding to Walter engine.
The last example of this aircraft type in Yugoslavia was written off Register in 1976, and exhibited plane, (YU-CNT, the YAF serial 0089), was a gift of Aero Club Mostar in 1971, and it is the only preserved original Po-2 in Serbia. Besides that, in Museums aircraft collection is another Po-2, but equipped by a Walter Minor 6/III engine."
Fake MiG-29 L-18
Fake MiG-29 on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia. This is the sole surviving example of six models built to fool USAF aggressors, and to draw expensive missiles from the USA and NATO. It worked very well.
Utva 213-3
Utva 213-3 on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"The very successful Yugoslav advance combat trainer Type 213 was designed not long after the end of the W.W.II by engineers of the Design team No.2, Ivo Šoštarić, Stevan Čurić, Mirko Dabinović and Stanko Marjanović. Prototype first flight was on 14th October 1948, and after completing the testing, and modification done, a series were built by aircraft factory "Utva”, Pančevo, where, from 1951 to 1955, were built 196 planes. The main difference between prototype and series planes was in landing gear, which on prototype was similar to those of Il-2 Shtormovic, (retracting backward into under wing nacelle) , while at series planes retracts into wing’s contour, towards fuselage. During production changes also were done, of which, the most important accepting three-section n wing *variant 213-3), while ten planes were converted into air-to-air banner (target towing), designated 213-T.
"The very successful Yugoslav advance combat trainer Type 213 was designed not long after the end of the W.W.II by engineers of the Design team No.2, Ivo Šoštarić, Stevan Čurić, Mirko Dabinović and Stanko Marjanović. Prototype first flight was on 14th October 1948, and after completing the testing, and modification done, a series were built by aircraft factory "Utva”, Pančevo, where, from 1951 to 1955, were built 196 planes. The main difference between prototype and series planes was in landing gear, which on prototype was similar to those of Il-2 Shtormovic, (retracting backward into under wing nacelle) , while at series planes retracts into wing’s contour, towards fuselage. During production changes also were done, of which, the most important accepting three-section n wing *variant 213-3), while ten planes were converted into air-to-air banner (target towing), designated 213-T.
As power plant were used Ranger engines, acquired from US war surplus stocks. As the Ranger engine was developed for the US Navy aircraft, to be used in condition of increased humidity, in the YAF, during dried air days trainees flew these planes in the morning or evening, when humidity was greater. . By its flying characteristics the 213 didn’t lag behind Harvard, and was very convenient for aerobatic flying, and was appreciated by pilots. The only 213 imperfection was its wooden structure, of limited duration.
The last plane of this type were withdrawn from operative service in the YAF as worn out in November 1960. The airplane on the Air Museum’s display, (the YAF serial 1352, c/n 92), is the last preserved of them. Before reaching the Air Museum, plane was, in the practical class room at the Machine Engineering Faculty, Beograd, as an instructional item, "
Soko Vulkan (Surface-to-Air Missile)
Soko Vulkan (Surface-to-Air Missile) on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
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