ernational, 28 November (968 901 The Galeb—distinctive with its tip tanks and lack of dihedral. Note the. airbrake under the centre fuselage Soko Galeb and Jastreb Training and strike twins from Jugoslavia CCORDING TO A JUGOSLAV BALLAD the city of Mostar in the district of Hercegovina and Bosnia sports the prettiest girls in the country. In keeping with this happy tradition, it is also the home of the elegant Galeb trainer and its equally attractive but more warlike development the Jastreb; the Soko factory, where the two aircraft are built, is located on the southern side of the ancient city. Soko has been established in Mostar since 1951, following the setting up some five years previously of a national aircraft industry based on the incor- poration of the old Rogojarsky, Ikarus and Zmaj organisations. The Galeb was first seen outside Jugoslavia at the 1963 Paris Air Show. It appeared again, together with the Jastreb, at the Farnborough Show last September. The two aircraft were qualified to do so by virtue of the large proportion of British equipment which each contains. To the United Kingdom, the Galeb and Jastreb projects represent both a considerable contribution to the export trade —the current Rolls-Royce Bristol Viper order alone is valued at around £6 million—and also a fruitful exercise in Anglo- Jugoslav collaboration in the aviation field. As already mentioned, much of the ancillary equipment has been supplied by Britain, including ejector seats and radio and navigational equipment. Design of the Galeb was initiated in 1957; two prototypes were built and the first flight took place in May 1961. Like its Viper-powered counterpart across the Adriatic, the Macchi MB.326, the philosophy behind the Galeb has been the production of a refined aircraft capable of meeting the require- ments of ab initio, intermediate and advanced instruction. Both prototypes, and subsequent production aircraft, were powered by a Bristol Engines Division Viper II Mark 22/6 engine of 2,5001b thrust. This choice was dictated by an overall need for simplicity and robustness, modest turbine entry temperatures, ease of airframe installation and, above all, the »"act that the inevitable rough handling encountered in flying training was unlikely to cause malfunctioning or serviceability headaches. No details are available of how the Galeb is, ntegrated into the existing flying training pattern of the Jugoslav Air Force, although the majority of pilots under training are using the aircraft. It is logical to restrict to a minimum the number of aircraft types needed for training purposes. And for this reason it is essential to have a trainer capable of covering the broad range Continued on page 904, after cutaway drawing of Galeb The Galeb (nearest camera) and Jastreb made their first visit to Britain last September to participate in the Farnborough Show "Flight" phocograph

1968 - 2785

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Galeb i Jastreb-1

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ernational, 28 November (968 901

The Galeb—distinctive with its tip tanks and lack of dihedral. Note the. airbrake under the centre fuselage

Soko Galeb and JastrebTraining and strike twins from Jugoslavia

CCORDING TO A JUGOSLAV BALLAD the city of Mostar inthe district of Hercegovina and Bosnia sports the prettiestgirls in the country. In keeping with this happy tradition,

it is also the home of the elegant Galeb trainer and its equallyattractive but more warlike development the Jastreb; the Sokofactory, where the two aircraft are built, is located on thesouthern side of the ancient city. Soko has been establishedin Mostar since 1951, following the setting up some five yearspreviously of a national aircraft industry based on the incor-poration of the old Rogojarsky, Ikarus and Zmaj organisations.

The Galeb was first seen outside Jugoslavia at the 1963 ParisAir Show. It appeared again, together with the Jastreb, atthe Farnborough Show last September. The two aircraft werequalified to do so by virtue of the large proportion of Britishequipment which each contains.

To the United Kingdom, the Galeb and Jastreb projectsrepresent both a considerable contribution to the export trade—the current Rolls-Royce Bristol Viper order alone is valuedat around £6 million—and also a fruitful exercise in Anglo-Jugoslav collaboration in the aviation field. As alreadymentioned, much of the ancillary equipment has been suppliedby Britain, including ejector seats and radio and navigationalequipment.

Design of the Galeb was initiated in 1957; two prototypeswere built and the first flight took place in May 1961. Likeits Viper-powered counterpart across the Adriatic, the MacchiMB.326, the philosophy behind the Galeb has been theproduction of a refined aircraft capable of meeting the require-ments of ab initio, intermediate and advanced instruction.

Both prototypes, and subsequent production aircraft, werepowered by a Bristol Engines Division Viper II Mark 22/6engine of 2,5001b thrust. This choice was dictated by an overallneed for simplicity and robustness, modest turbine entrytemperatures, ease of airframe installation and, above all, the»"act that the inevitable rough handling encountered in flyingtraining was unlikely to cause malfunctioning or serviceabilityheadaches. No details are available of how the Galeb is,ntegrated into the existing flying training pattern of the

Jugoslav Air Force, although the majority of pilots undertraining are using the aircraft.

It is logical to restrict to a minimum the number of aircrafttypes needed for training purposes. And for this reason it isessential to have a trainer capable of covering the broad range

Continued on page 904, after cutaway drawing of Galeb

The Galeb (nearest camera) and Jastreb made their first visit toBritain last September to participate in the Farnborough Show

"Flight" phocograph