Tuesday, 10 December 2019
T 451MM Stršljen II (Hornet II)
T 451MM Stršljen II (Hornet II) on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
Type 451M
Type 451M on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"On the basis of his previous project, type 451, engineer Dragoljub Bešlin, heading the Designers Group No. 9, of the General Direction of Aeronautical Industry, created the first Yugoslav jet plane, type 451 M, letter M meaning "mlazni” – jet, keeping, in general, the shape and dimensions of the 451 type. Instead of piston engines turbojets were built in, and cockpit was conventional, pilot in seating position. The prototype was built by "Ikarus” aircraft factory, and the first test flight performed test pilot Tugomir Prebeg on 25th October 1952. opening Yugoslav jet aviation era half a year before the first American jet planes T-33A arrived. The only one 451M prototype was made, and flew until 1959, when was removed from an inventory and handed over to the Air Museum.
Soon appeared a variant of this plane, unarmed S 451M Zolja, (Wasp), differing of 451M in engine placement (in wings axis), built also in one sample. After completing trails, done at the Air Test Center, plane got civil registration YU-COH, and on 19th May 1960, pilot Ivan Črnjarić, as member of Aeroclub "Franjo Kluz”, Zemun, piloting "Zolja”, beat the world speed record in I-C aircraft category, flying 501 kmph, result unbeaten next five years. "Zolja” was removed from an inventory 1968 due to damage in incident on the apron.
In general, designing and building in Yugoslavia a "family” of experimental aircraft, propelled by jet engines of modest power, built mainly as a prototypes, or sometimes a few more samples, aimed to examine planes’ different aerodynamically, technical, technological and other practical solutions. By their appearance, Yugoslavia became the first country in region designing and producing own jet planes."
"On the basis of his previous project, type 451, engineer Dragoljub Bešlin, heading the Designers Group No. 9, of the General Direction of Aeronautical Industry, created the first Yugoslav jet plane, type 451 M, letter M meaning "mlazni” – jet, keeping, in general, the shape and dimensions of the 451 type. Instead of piston engines turbojets were built in, and cockpit was conventional, pilot in seating position. The prototype was built by "Ikarus” aircraft factory, and the first test flight performed test pilot Tugomir Prebeg on 25th October 1952. opening Yugoslav jet aviation era half a year before the first American jet planes T-33A arrived. The only one 451M prototype was made, and flew until 1959, when was removed from an inventory and handed over to the Air Museum.
Soon appeared a variant of this plane, unarmed S 451M Zolja, (Wasp), differing of 451M in engine placement (in wings axis), built also in one sample. After completing trails, done at the Air Test Center, plane got civil registration YU-COH, and on 19th May 1960, pilot Ivan Črnjarić, as member of Aeroclub "Franjo Kluz”, Zemun, piloting "Zolja”, beat the world speed record in I-C aircraft category, flying 501 kmph, result unbeaten next five years. "Zolja” was removed from an inventory 1968 due to damage in incident on the apron.
In general, designing and building in Yugoslavia a "family” of experimental aircraft, propelled by jet engines of modest power, built mainly as a prototypes, or sometimes a few more samples, aimed to examine planes’ different aerodynamically, technical, technological and other practical solutions. By their appearance, Yugoslavia became the first country in region designing and producing own jet planes."
Type 451
Type 451 on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"After WWII, the Designers Group No.9 (Of the General Direction of Aeronautical Industry), headed by Dragoljub Bešlin, designed firstly light experimental two engine plane Pionir 232, and then Type 451, which took off first time on 22nd September 1951, with test pilot Radivoje Glavičić, at controls. Due to aircraft shape and dimensions, small front surface and a trifle drag, in spite of underpowered propulsion, the plane was fast, and pilot without any problem sustained 9 "Gs” force. But negative consequences of pilot prone position. as were neck vertebrae strain and breathing difficulties, and absence or rear view, but also appearance of anti-G suits, were decisive to give up of further developing of aircraft of such configuration. In the "Ikarus” two samples were made, (451/I and 451/II), which, after being tested at the Air Test Center were withdrawn off the service in 1957.
Exhibited aircraft is the second prototype, and was designated 451/II. First flight was on 26th February 1952,was performed by test pilot Tugomir Prebeg. After two years of trails and evaluations, was removed from an inventory, ad given to the Air Technicians and Engineers Training Center at Rajlovac, and definitely reached the Air Museum’s collection."
"After WWII, the Designers Group No.9 (Of the General Direction of Aeronautical Industry), headed by Dragoljub Bešlin, designed firstly light experimental two engine plane Pionir 232, and then Type 451, which took off first time on 22nd September 1951, with test pilot Radivoje Glavičić, at controls. Due to aircraft shape and dimensions, small front surface and a trifle drag, in spite of underpowered propulsion, the plane was fast, and pilot without any problem sustained 9 "Gs” force. But negative consequences of pilot prone position. as were neck vertebrae strain and breathing difficulties, and absence or rear view, but also appearance of anti-G suits, were decisive to give up of further developing of aircraft of such configuration. In the "Ikarus” two samples were made, (451/I and 451/II), which, after being tested at the Air Test Center were withdrawn off the service in 1957.
Exhibited aircraft is the second prototype, and was designated 451/II. First flight was on 26th February 1952,was performed by test pilot Tugomir Prebeg. After two years of trails and evaluations, was removed from an inventory, ad given to the Air Technicians and Engineers Training Center at Rajlovac, and definitely reached the Air Museum’s collection."
YUROM J-22H Orao (Eagle)
YUROM J-22H Orao (Eagle) on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"Late sixties the YAF management speculated of possibility to develop a trans-sound strike aircraft, for a time to replace strike J-21 Jastreb. As the autonomous development and production of such aircraft was very expensive, it was decided to project it in cooperation with Rumanian aeronautical industry, in order to share the expenses. Under the designation J-22 Orao (Eagle), the plane was designed at the Air Technical Institute, Žarkovo and in the Aeronautical Institute at Buckhurst, while the production was shared between the aircraft factories "Soko”, at Mostar, and "Utva”, Pančevo, Yugoslavia, and IAR, in Rumania. Yugoslav prototype took off first time simultaneously as Rumanian IAR-93, on 31st October 1974, piloted by Major Vladislav Slavujević. The first presentation in public of Yugoslav prototype happened on the occasion of the Victory Day jubilee, at Beograd, on 9th May 1975, when colonel Franc Rupnik flew Orao heading aviation echelon. During testing in Air Test Center were tried out several configuration of wings, and thus the basic type designation got the suffix "H”, "Hybrid”.
Besides new technology of aircraft production mastered, also production of aircraft engines under British-Italian license was achieved, (the same type as engines applied on G-4 "Super Galeb”). But, due to insufficient technological development of cooperators, which were supposed to manufacture aircraft components, introduction of Orao postponed ten years.
During further development of basic aircraft appeared also two-seat version of trainer plane NJ-22, (maiden flight in November 1976), the reconnaissance version IJ-22 (first flight in January 1981), and J-22NS (SY-1), supplied by stronger engine Mk 663-41, with afterburner. On the prototype of this last version, (serial 25101), test pilot Marjan Jelen, on 22nd November 1984, flying over Batajnica Air Base in a shallow dive (of 15 degrees), broke the sound barrier, exceeding Mach 1, and thus Orao became the first Yugoslav supersonic aircraft, of indigenous design and manufacture. Nevertheless, unable to fly faster then sound in level flight, Orao stayed in subsonic aircraft category. All variants of Orao were capable of landing to and taking off the grass airstrip. In all, there were bulit 103 planes of all Orao variants. As a part of armament, it was in particular developed the V-3 "Grom” rocket projectile, whose basic version was guided to target optically, by assistance of radio. Except Grom, Orao was able to carry and fire American missile B-3 type AGM-65 Maverick.
Orao is still in operational service in the Serbian AF, and it’s first prototype J-22H, (the YAF serial 25001), after withdrawal from the operational use, in 1986 was given to the Air Museum."
"Late sixties the YAF management speculated of possibility to develop a trans-sound strike aircraft, for a time to replace strike J-21 Jastreb. As the autonomous development and production of such aircraft was very expensive, it was decided to project it in cooperation with Rumanian aeronautical industry, in order to share the expenses. Under the designation J-22 Orao (Eagle), the plane was designed at the Air Technical Institute, Žarkovo and in the Aeronautical Institute at Buckhurst, while the production was shared between the aircraft factories "Soko”, at Mostar, and "Utva”, Pančevo, Yugoslavia, and IAR, in Rumania. Yugoslav prototype took off first time simultaneously as Rumanian IAR-93, on 31st October 1974, piloted by Major Vladislav Slavujević. The first presentation in public of Yugoslav prototype happened on the occasion of the Victory Day jubilee, at Beograd, on 9th May 1975, when colonel Franc Rupnik flew Orao heading aviation echelon. During testing in Air Test Center were tried out several configuration of wings, and thus the basic type designation got the suffix "H”, "Hybrid”.
Besides new technology of aircraft production mastered, also production of aircraft engines under British-Italian license was achieved, (the same type as engines applied on G-4 "Super Galeb”). But, due to insufficient technological development of cooperators, which were supposed to manufacture aircraft components, introduction of Orao postponed ten years.
During further development of basic aircraft appeared also two-seat version of trainer plane NJ-22, (maiden flight in November 1976), the reconnaissance version IJ-22 (first flight in January 1981), and J-22NS (SY-1), supplied by stronger engine Mk 663-41, with afterburner. On the prototype of this last version, (serial 25101), test pilot Marjan Jelen, on 22nd November 1984, flying over Batajnica Air Base in a shallow dive (of 15 degrees), broke the sound barrier, exceeding Mach 1, and thus Orao became the first Yugoslav supersonic aircraft, of indigenous design and manufacture. Nevertheless, unable to fly faster then sound in level flight, Orao stayed in subsonic aircraft category. All variants of Orao were capable of landing to and taking off the grass airstrip. In all, there were bulit 103 planes of all Orao variants. As a part of armament, it was in particular developed the V-3 "Grom” rocket projectile, whose basic version was guided to target optically, by assistance of radio. Except Grom, Orao was able to carry and fire American missile B-3 type AGM-65 Maverick.
Orao is still in operational service in the Serbian AF, and it’s first prototype J-22H, (the YAF serial 25001), after withdrawal from the operational use, in 1986 was given to the Air Museum."
MiG 21F-13 (L-12)
MiG 21F-13 (L-12) on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"The first of total of 41 planes type Mig-21F-13, (the YAF designation L-12), was listd into theh YAF Aircraft Register on 14th September 1962. By the time were purchased more modern variants, so at present days there are MiG-21bis (L-17) fighters in service. Almolst three decades these planes were the back bone of the YAF/Serbian Air Force fighter and fighter-interceptor aviation. Thrugh the operative units passed more tghen 200 planes of 12 variants,. including two seat trainers and reconnaissance version. The last plane of MiG-21F variant were wiped off the Register in 1979.
The plane on display in the Air Museumm Mig-21F-13, (L-12), (the YAF serial 22532, c/n 741702), arrived to Yugoslavia by air on 29th October 1964, and was utiliyed at Batajnica, Plesop and Pristina Air Bases. It was handed over to the Air |Muse4um on 15th July 1981.
Besides this plane, another, a reconaissance variant of the plane, MiG-21R (L-14i), of Museum’s aircraft collection, is also exhibited."
The plane on display in the Air Museumm Mig-21F-13, (L-12), (the YAF serial 22532, c/n 741702), arrived to Yugoslavia by air on 29th October 1964, and was utiliyed at Batajnica, Plesop and Pristina Air Bases. It was handed over to the Air |Muse4um on 15th July 1981.
Besides this plane, another, a reconaissance variant of the plane, MiG-21R (L-14i), of Museum’s aircraft collection, is also exhibited."
De Havilland of Canada DHC-2 Beaver Mk.I
De Havilland of Canada DHC-2 Beaver Mk.I on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"During 1954 Yugoslavia purchased in Canada three example of this utile planes for the JRV (Jugoslovensko ratno vazduhoplovstvo - the Yugoslav Air Force), intended to be used in communication purpose, for reconnaissance duties or urgent transportation of men and load. Planes arrived to Yugoslavia by ship, and soon were included into composition of the 122nd seaplane communication escadrille at Divulje, by Split. During long lasting service, on planes there were done a number of modifications, as was change of doors construction, making them to be easily dropped in the case of emergency. Also, the original inflow hole above the engine cover, solving the overheating problem. After more than two decades of successful service, it was decided to withdraw of the usages two remaining pieces, (one was lost in bizarre accident).
Plane, exposed on the Air Museum’s exhibition, serial 70101, (ex 0672, c/n 587), after withdrawn from service was detached to Museum’s collection. Before flying to final destination, Air Museum, Beograd, (Beograd), float were dismantled, and Beaver landed on the runway of the International Airport "Nikola Tesla”, wheels equipped."
"During 1954 Yugoslavia purchased in Canada three example of this utile planes for the JRV (Jugoslovensko ratno vazduhoplovstvo - the Yugoslav Air Force), intended to be used in communication purpose, for reconnaissance duties or urgent transportation of men and load. Planes arrived to Yugoslavia by ship, and soon were included into composition of the 122nd seaplane communication escadrille at Divulje, by Split. During long lasting service, on planes there were done a number of modifications, as was change of doors construction, making them to be easily dropped in the case of emergency. Also, the original inflow hole above the engine cover, solving the overheating problem. After more than two decades of successful service, it was decided to withdraw of the usages two remaining pieces, (one was lost in bizarre accident).
Plane, exposed on the Air Museum’s exhibition, serial 70101, (ex 0672, c/n 587), after withdrawn from service was detached to Museum’s collection. Before flying to final destination, Air Museum, Beograd, (Beograd), float were dismantled, and Beaver landed on the runway of the International Airport "Nikola Tesla”, wheels equipped."
Douglas C 47B-35-DK
Douglas C 47B-35-DK on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"The first C-47 came in the Yugoslav air force service in 1944, when a group of Yugoslav mechanics repaired and enabled for flying a USAF C-47, forced landed at Ljubovia. After the war, as the aid of the UNRA, the JAT received several C-47s, which were converted to passenger version DC-3. and in 1953 started introducing C-47 in the YAF, which had in inventory 41 planes at all. Plane carried 25 soldiers or paratroopers, or up to 2000 kg of cargo. The last military version C-47 planes, were withdrawn from operative service by the end of 1976, and the last C-47, used by aeronautical authorities for calibration of navigational equipment, was wiped off the register 1986, and sold abroad. Yugoslav airmen memorized the C-47 as reliable, easy to maintain and fly.
This aircraft, (the YAF serial 71214, c/n 16472/33220, ex 44-76888, ex KN586), in the YAF service since 8th March 1954, as the YAF serial 7323 in the 119th Air Transport Regiment, After that served at Mostar, Pleso, Niš and Batajnica. an definitely flew over to the "Beograd’ airport, where was included in the Air Museum’s aircraft collection. During operative service, the plane was converted to version for cartography duties, building in cargo compartment the mount for camera, also oxygen gear for camera operators, and special radio-navigational devices."
"The first C-47 came in the Yugoslav air force service in 1944, when a group of Yugoslav mechanics repaired and enabled for flying a USAF C-47, forced landed at Ljubovia. After the war, as the aid of the UNRA, the JAT received several C-47s, which were converted to passenger version DC-3. and in 1953 started introducing C-47 in the YAF, which had in inventory 41 planes at all. Plane carried 25 soldiers or paratroopers, or up to 2000 kg of cargo. The last military version C-47 planes, were withdrawn from operative service by the end of 1976, and the last C-47, used by aeronautical authorities for calibration of navigational equipment, was wiped off the register 1986, and sold abroad. Yugoslav airmen memorized the C-47 as reliable, easy to maintain and fly.
This aircraft, (the YAF serial 71214, c/n 16472/33220, ex 44-76888, ex KN586), in the YAF service since 8th March 1954, as the YAF serial 7323 in the 119th Air Transport Regiment, After that served at Mostar, Pleso, Niš and Batajnica. an definitely flew over to the "Beograd’ airport, where was included in the Air Museum’s aircraft collection. During operative service, the plane was converted to version for cartography duties, building in cargo compartment the mount for camera, also oxygen gear for camera operators, and special radio-navigational devices."
Kamov Ka-28PL
Kamov Ka-28PL on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"Yugoslav Air Force purchased in December 1987 two Kamov Ka-28, and under designation HT-46 they entered service allotted to the 784th anti-submarine helicopter escadrille at Divulje, by Split. During the air force’s grandiose exercise in 1989, Ka-28 were use as a sort of "Avax" aircraft, monitoring by means of radar movement of "enemy’s” fleet, and guided "ours” attack planes to "opponent’s” war ships. During armed conflicts in Spring 1992 they were used to monitor Croatian paramilitary troops in Herzegovina. Both helicopters were withdrawn from service in the beginning of 2000."
"Yugoslav Air Force purchased in December 1987 two Kamov Ka-28, and under designation HT-46 they entered service allotted to the 784th anti-submarine helicopter escadrille at Divulje, by Split. During the air force’s grandiose exercise in 1989, Ka-28 were use as a sort of "Avax" aircraft, monitoring by means of radar movement of "enemy’s” fleet, and guided "ours” attack planes to "opponent’s” war ships. During armed conflicts in Spring 1992 they were used to monitor Croatian paramilitary troops in Herzegovina. Both helicopters were withdrawn from service in the beginning of 2000."
Kamov Ka-25PL
Kamov Ka-25PL on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"Yugoslav Air Force obtained six helicopters of Kamov Ka-25 type, which were under the AF official designation HP-43 listed into the "Yugoslav Air Force Aircraft Register”. All were allotted to the 784th anti-submarine escadrille "Sharks” at Divulje, by Split. Two helicopters, sent 1989 to overhaul to Russia, never came back! Early nineties, after initiation of crumbling Yugoslavia process, and beginning of armed operations, the remained helicopters were transferred to Podgorica and grounded, and 1997 withdrawn from inventory. During NATO 1999 aggression three helicopters were destroyed, while the last remained arrived to the Air Museum at Beograd collection of aircraft.
Exhibited Kamov Ka-25PL, serial number 11323, c/n 4912519, is the only saved example of first Yugoslav of anti-submarine purpose helicopter. After the approval of the appropriate Air Forced organ, the helicopter on 16th November 1998 flew from Podgorica to the International Airport "NikolaTesla”, at Beograd/Surčin, and landed to the apron of the Air Museum, to stay there in Museum’s aircraft collection."
"Yugoslav Air Force obtained six helicopters of Kamov Ka-25 type, which were under the AF official designation HP-43 listed into the "Yugoslav Air Force Aircraft Register”. All were allotted to the 784th anti-submarine escadrille "Sharks” at Divulje, by Split. Two helicopters, sent 1989 to overhaul to Russia, never came back! Early nineties, after initiation of crumbling Yugoslavia process, and beginning of armed operations, the remained helicopters were transferred to Podgorica and grounded, and 1997 withdrawn from inventory. During NATO 1999 aggression three helicopters were destroyed, while the last remained arrived to the Air Museum at Beograd collection of aircraft.
Exhibited Kamov Ka-25PL, serial number 11323, c/n 4912519, is the only saved example of first Yugoslav of anti-submarine purpose helicopter. After the approval of the appropriate Air Forced organ, the helicopter on 16th November 1998 flew from Podgorica to the International Airport "NikolaTesla”, at Beograd/Surčin, and landed to the apron of the Air Museum, to stay there in Museum’s aircraft collection."
Sud Aviation Se.210 Caravelle VIN
Sud Aviation Se.210 Caravelle VIN on display at the Muzej vazduhoplovstva Beograd at Beograd's Nikola Tesla International Airport in Beograd (Belgrade) Serbia.
"On 21st January 1963, to Beograd airport landed the first Caravelle, to join the fleet of the national air carrier, JAT, as the first ever jet passenger aircraft in Yugoslav use. Relating to Convair CV 340 and CV 440, planes since than back-bone of JAT fleet, at Caravelle a lot of things were ” twofold more” - carried doubled number of passengers, was twice faster, flew doubled distances, than Convair. Until 1976, when the last Caravelles were withdrawn from use, through the JAT had passed eight planes of this type.
Besides JAT, also the Inex Adria Aviopromet utilized a hired Caravelle, and the Yugoslav Air Force on 11th July 1969 purchased another, (serial 74101, c/n 241), allotted to the 675th transport escadrille. Plane vas intended for VIP purpose, transport of the state President, Governmental and military seniors. Caravelle 74101 was in composition of the special unit until 22nd May 1979, when plane was sold to a French buyer.
The plane exhibited, Sud Aviation Se.210 Caravelle VIN, (YU-AHB, c/n 135, ex F-WJAK) was include into fleet of the JAT in February 1963, getting "personal” name, "Bled”. Plane was grounded in 1976, and next year (1977), was inserted into the Air Museum’s collection of aircraft."
"On 21st January 1963, to Beograd airport landed the first Caravelle, to join the fleet of the national air carrier, JAT, as the first ever jet passenger aircraft in Yugoslav use. Relating to Convair CV 340 and CV 440, planes since than back-bone of JAT fleet, at Caravelle a lot of things were ” twofold more” - carried doubled number of passengers, was twice faster, flew doubled distances, than Convair. Until 1976, when the last Caravelles were withdrawn from use, through the JAT had passed eight planes of this type.
Besides JAT, also the Inex Adria Aviopromet utilized a hired Caravelle, and the Yugoslav Air Force on 11th July 1969 purchased another, (serial 74101, c/n 241), allotted to the 675th transport escadrille. Plane vas intended for VIP purpose, transport of the state President, Governmental and military seniors. Caravelle 74101 was in composition of the special unit until 22nd May 1979, when plane was sold to a French buyer.
The plane exhibited, Sud Aviation Se.210 Caravelle VIN, (YU-AHB, c/n 135, ex F-WJAK) was include into fleet of the JAT in February 1963, getting "personal” name, "Bled”. Plane was grounded in 1976, and next year (1977), was inserted into the Air Museum’s collection of aircraft."
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