The Air Force and Air Defence (; abbr. ), was one of three branches of the Yugoslav People's Army, the Yugoslav military. Commonly referred-to as the Yugoslav Air Force, at its height it was among the largest in Europe. The branch was disbanded in 1992 after the Breakup of Yugoslavia. In the year 1990, the Air Force had more than 32,000 personnel, but as a result of its more technical requirements, the Air Force had less than 4,000 conscripts.
History
1918–1941
World War II, Soviet influence
By early 1945, Yugoslav Partisans under Marshal Tito had liberated a large portion of Yugoslav territory from the occupying forces. The NOVJ partisan army included air units trained and equipped by Britain (with Supermarine Spitfires and Hawker Hurricanes, see Balkan Air Force) and the Soviet Union (with Yak-3, Yak-7, Yak-9 and Ilyushin Il-2 aircraft) and a number of ad hoc units equipped with aircraft captured from German Luftwaffe and Air Force of the Independent State of Croatia (Messerschmitt Bf 109G, Junkers Ju 87 Stuka and many others).
On 5 January 1945 the various air units of the NOVJ were formally incorporated into a new Yugoslav Air Force (Jugoslovensko Ratno Vazduhoplovstvo - JRV). At the same time, a Yugoslav fighter group which had been under Soviet instruction at Zemun airfield became operational. From 17 August 1944, when the first Yugoslav Spitfire Squadron became operational, until the end of the war in Europe, Yugoslav aircraft undertook 3,500 combat sorties and accumulated 5,500 hours operational flying. Thus, when peacetime came, the JRV already possessed a strong and experienced nucleus of personnel.
On 12 September 1945 the Military Aviation Academy in Belgrade was established to train future pilots. The development of the JRV was further helped in late 1945 with the creation of the Aeronautical Union of Yugoslavia (Vazduhoplovnni Savez Jugoslavije - VSJ). This comprised six aeronautical unions - one for each constituent republic - with the joint aim of promoting sport flying and aeronautical techniques amongst the nation's young people. In June 1947 the first VSJ flying school at Borongaj (near Zagreb) started training pupils.
Break-up in relations with Soviets, US help
The organization of the post-war JRV was based on the Soviet pattern of divisions, regiments and squadrons. Virtually all of the initial equipment was supplied by the Soviet Union – the aircraft captured during the war had quickly been retired. By the end of 1947, the JRV had reached a strength of some 40 squadrons of aircraft and had become the most powerful air arm in the Balkans. In June 1948 Yugoslavia broke off relations with the Stalinist Soviet Union. The country was immediately subjected to extreme political pressure from the Soviet Union and its Balkan neighbours, and the JRV's previous sources of aircraft, spares and fuel were cut off. The possibility of an invasion was taken seriously. The serviceability of JRV aircraft fell rapidly, with some aircraft being cannibalized to provide spares for the remainder. Renewed efforts to expand the small domestic aircraft industry met with some success – the Ikarus Aero 2 and Ikarus 213 Vihor trainers were followed into service by the Ikarus S-49 single-seat fighter and first Yugoslav jet aircraft Ikarus 451M.
However, the first-line strength of the JRV was still declining, so in 1951 the Yugoslav Chief of Staff, Colonel-General Koča Popović, visited the United Kingdom to discuss the situation. It was agreed that a substantial shipment of aircraft would be forthcoming. In October 1951, the first de Havilland Mosquito F.B.6 fighter-bombers were supplied. The following year, 150 Republic P-47D Thunderbolt fighter-bombers were delivered from the USA under a Mutual Assistance Pact.
The first jet aircraft to be operated by the JRV, four Lockheed T-33A jet trainers, arrived on 10 March 1953 and were soon followed by the first of 229 Republic F-84G Thunderjet fighter-bombers. Serials for the Thunderjets were from 10501 to 10729. The first eight Thunderjets, all former 48 TFW aircraft, arrived at Batajnica on June 9, 1953. At the same time, a number of Yugoslav pilots underwent jet flying training in Germany and Colorado, USA. These deliveries substantially improved the combat effectiveness of the JRV. Ten Westland Dragonfly helicopters were obtained in 1954, and in 1956, after numerous delays due to political considerations, 121 F-86E/Canadair CL-13 F.4 Sabres interceptors were delivered.
Rebuilding Soviet support In 1959 the JRV was merged with the air defence units operated by the Army and became known as the Air Force and Air Defence (Ratno Vazduhoplovstvo i Protivvazdušna Odbrana - JRViPVO). Relations with the Soviet Union had drastically improved after Nikita Khrushchev became Soviet leader, and in September 1962 this led to the first MiG-21F-13 interceptors being delivered. Lack of possible aircraft for replacement of US-made fighter-bomber jets and trainers induced Yugoslav domestic aircraft industry (Soko, Utva) to make new jet trainers and fighter-bombers. After a number of prototypes, Yugoslav aircraft industry made Soko G-2 Galeb light-attack trainer jet, which partly replaced a number of Lockheed T-33 aircraft, and Galeb's single-seat version, Soko J-21 Jastreb light attack aircraft. The Galeb was a big success, and it was better than Aero L-29 Delfínwhich was the main trainer aircraft in the Warsaw Pact and a number of another air forces. Thus, the Galeb was exported only to Libya. The JRViPVO also purchased a number of domestic UTVA-66 utility aircraft. Twenty-five Mi-4 medium transport helicopters were also obtained for helicopter units from USSR. At the end of 60's JRViPVO purchased a number of Soviet MiG-21's in MiG-21PFM fighter, MiG-21R reconnaissance and MiG-21U and US trainer versions, fifteen Polish Mi-2 light helicopters, twenty five Zlin Z.526M Trainer Masters for Aviation Military Academy at Zemunik airport and the delivery of Mi-8T medium transport helicopters had started.
Evolution During the 1970s almost all the American jets were replaced by Soviet MiG-21 fighters and domestic attack/trainer jets. Many new projects, like new Utva 75 trainer, G-4 Super Galeb light attack/trainer jet commenced. The biggest project, Soko J-22 Orao attack aircraft made in cooperation with Romanian IAR, also started. 21 French-built Aérospatiale Gazelle were bought, and after that the Soko factory in Mostar started serial production of the license-built Soko SA.341H which was later built in many other versions. Mi-8T helicopters replaced old Mi-4, Dragonfly, Whirlwind and Mi-2 helicopters. Fighter aviation was also modernized with new MiG-21 versions, MiG-21M, MiG-21MF and MiG-21UM. Transport capability grew with the acquisition of seventeen An-26's.
Reorganization The focus in the 1980s was a partial replacement of J-21 and G-2 aircraft with younger Orao and Super Galebs. The air force purchased the latest version of the MiG-21, the MiG-21bis, which was the last MiG-21 model. All 93 Mi-8T transport helicopters were delivered and the Soko factory had produced about 140 license-built Gazelles in various variants. JRV created its display team, Leteće Zvezde (Flying Stars) with seven Soko J-21 Jastreb aircraft which were later replaced with seven Super Galebs. In 1987, the first squadron of new modern MiG-29 fighters was purchased from USSR, making Yugoslavia the first purchaser of it. They were a temporary solution until planned production of new Novi Avion multirole aircraft.
In 1986 the JRViPVO underwent a limited reorganization which saw its operational units grouped into three regional Corps instead of the five Corps used previously. The primary air force missions were to contest enemy efforts to establish air superiority over Yugoslavia and to support the defensive operations of the ground forces and navy. The main organization were the three corps of Air Force and Air Defence; 1st Corps of AF and AD, 2nd Corps of AF and AD and 3rd Corps of AF and AD.
Fighter aviation The main component of JRV was the fighter aviation. When the second generation of fighters first appeared, Yugoslavia initially opted to buy French Mirage III fighters, but that option was dismissed due to the French role in Algerian War of Independence. In search for alternative, Yugoslavia turned to USSR and procured Soviet MiG-21's. Therefore, most fighter aircraft were Soviet-made MiG-21 aircraft of different versions MiG-21M, MiG-21MF and MiG-21PFM from the 1970s and MiG-21Bis from the early 1980s. In 1986, JRV had purchased from USSR one squadron of MiG-29 fighter aircraft. In that period MiG-29 was one of the most advanced fighters, and Yugoslavia has become one of the first countries which bought MiG-29. Each Corps of AF and AD had one Fighter Aviation Regiment (Lovački Aviacijski Puk - LAP). The First Corps of AF and AD had the 204th Fighter Aviation Regiment. The role of this regiment was the guarding of the First Corps of AF and AD aerospace from possible aggression, especially protecting the Yugoslav capital, Belgrade, and then support of Yugoslav People's Army ground forces. The 204.LAP composed two fighter squadrons, 126.LAE equipped with MiG-21 Bis aircraft and 127.LAP equipped with new MiG-29's. The base of the 204th Fighter Aviation Regiment was Batajnica Airbase near Belgrade. The Third Corps of AF and AD had the 83rd Fighter Aviation Regiment (83.LAP) based at Slatina Air Base near Priština. 83rd units were equipped with MiG-21 aircraft, 123rd with older MiG-21M and MF and the 130th with MiG-21Bis. The Fifth Corps of AF and AD had the 117th Fighter Aviation Regiment at Željava Air Base. Željava was one of the best airbases in Europe, with underground hangars, facilities for technical support, most advanced radars and communication equipment, sources of electricity, drinking water, fresh air, food, equipment, arms and fuel for staying 30 days without any connections with outside world. Units at Željava were 124th and 125th equipped with MiG-21 Bis fighter aircraft and 352nd equipped with MiG-21R reconnaissance-fighter aircraft.
Ground attack aviation