History of the Serbian Air Force
Since its establishment, the Air and Air Defense Forces has numbered tens of thousands of pilots, more than 5,000 aircraft, and four types of missile launching mid-range systems, a number of small-range missile launching systems and 15 radar types.
Early history
The idea to form air forces in the Serbian Army was first mentioned in the General Army Formation Act from 2 August 1893. This act envisioned that within each division of the Army of the Kingdom of Serbia be formed one air force balloon company.
The first aviation pioneer in Serbia was Major Kosta Miletić who was trained as a balloon pilot at the Technical Aeronautical School near Saint Petersburg, Russia from 14 February 1901 to 12 November 1902,[1] Miletić was also trained in the use of carrier pigeons.
On the recommendation of Miletić, the Serbian armed forces posed messenger pigeon stations (in 1908 in Medosevac near Nis and in 1909 in Pirot), and bought two free spherical and one tied kite – balloon from the "August Ridinger" company from Augsburg. At the reception ceremony, on 19 April 1909, Kosta Miletić flew a spherical balloon called Srbija (Serbia). One balloon was provided from Russia. A gas chamber was ordered from the Dillmann company in Berlin, and a field winch from St Petersburg. A hydrogen unit was provided from the Swiss company Oerlikon. The equipment was delivered to Serbia in 1909 and 1910.
The first competition for cadet airmen in Serbia was opened in May 1911, and in the following year the first class of Serbian pilots started their flying training in France from 21 May – 8 September 1912. They finished the course in the beginning of the First Balkan War with aircraft and the balloons that had already been obtained prior to the outbreak of war.[2] In 1912, a group of Serbian officers were sent abroad to school- to a Pilot Training Program in France. At the same time aircraft were purchased and by the Act of the Minister of War Marshal Radomir Putnik, on 24 September 1912 an Air Force Command was established in Niš. The commander was Major Kosta Miletić, and it comprised an Aircraft Squadron which counted 12 military aircraft, the Balloon squad, the Pigeon post and the Base. A year later, during the siege of the town of Shkodra, Serbian Air Force had their baptism of fire. The first planes used in the Serbian military aviation was the Blériot XI and Farman HF.20. On 24 December 1912 the head of the military Ministry Radomir Putnik approved the formation of the Aviation Command situated in Niš; This date is regarded in Serbia as marking the official founding of the air force. The Serbian Aviation combat over Shkodra, in March 1913, brought the first combat flight fatality, sergeant-pilot Mihajlo Petrović was killed, the second pilot to be killed in air combat in history. The first recorded fatality was a Bulgarian pilot, Topradzijev, who was killed in 1912 when he was flying back from a reconnaissance mission over Edirne (See also:Battle of Adrianople (1913)). Mihajlo Petrović was the first trained Serbian airplane pilot. He completed his training and exams at the famous Farman pilot school in France and was awarded the international FAI license no.979 in June 1912. His Serbian pilot's license carries the number 1.[1] This made Serbia, one of the first 15 states in the world to have an air force.
Serbian Air force (Serbian Aviation – Srpska Avijatika) was the fifth ever air force founded in the world in 1912. Serbian Military Aviation was created when the aviation as vital part of the ground units was the question of the prestige under the military commands of the world. When we see what was Serbian position into the account, it was really hard to form the air force knowing that Serbia was very small and poor at the beginning of the 20th century. The real reason why Serbia hurried to form the Aviation unit was the growing tension between the Kingdom of Serbia and Austria-Hungary. Also, it was the question of preparing the Balkan countries for the final driving out of Turkish forces from Europe. Serbia was not only aware of all these problems but was also forced to equip Serbian military with the aircraft and the balloons (of course with a great material renunciation). Serbia had purchased the first two balloons in 1909 from Augsburg; the same place where almost 30 years later the Royal Yugoslav Air Force had purchased the Messerschmitt Bf 109 E-3 in 1937. The time of purchasing these balloons was the time of the growing crisis about the annexation of Bosnia and Herzegovina under Austria-Hungary, which could have easily caused the war with this great military force. The first six military pilots were trained in France. They finished the course in the beginning of the First Balkan war. On 24 December 1912, the head of the military Minister Radomir Putnik signed the papers about forming the Aviation Command situated in Niš which included : the Aircraft squad which counted 11 military aircraft, the Balloon squad, the Pigeon post and the Base. This date is the date of forming the Military Aviation of Serbia and as well as the whole Yugoslavia. Its first combat experience, Serbian Aviation had experienced in March 1913 over Shkodra which was in the Central Force hands. On the first combat flight, sergeant-pilot Mihajlo Petrović was killed as the second victim of World Military Aviation. The first victim of military aviation was a Bulgarian pilot Topradzijev who was killed in 1912 when he was flying back from the reconnaissance mission over Edirne, Turkey.
Mihajlo Petrović was the first trained Serbian airplane pilot. He completed his training and exams at the famous Farman pilot school in France and was awarded the international FAI license No. 979 in June 1912. His Serbian pilot's license carried the number 1.
Balkan Wars
The First Balkan War broke out in October 1912. Serbia, Montenegro, Greece, and Bulgaria waged it against the Ottoman Empire in a final attempt to liberate the last of the territories that the Turks still occupied in Europe. The Serbian army advanced south through Kosovo into Macedonia, then turned west toward the Adriatic coast, through central Albania. At the same time, the Montenegrin army advanced into Albania from the north and laid siege to the historic fortified city of Shkodra.
In February 1913, the Serbian Army High Command formed a separate Coastal (Primorski) Army Corps in order to assist the Montenegrin army on the Shkodra front. Air support for this formation was assigned to the newly established "Coastal Airplane Squad", the first Serbian air combat unit, with 3 airplanes and 4 pilots under the command of major Kosta Miletić.
World War I
The pilots soon applied the experience gained in the Balkan wars to World War I battles, thus becoming a worthy opponent to the stronger enemy forces. On 17 September 1915, according to the Julian calendar, that is 30 September in Gregorian calendar, Serbian Army private Radoje Ljutovac shot down the first of many enemy airplanes over Kragujevac.[3] This day was, by the Act of king Aleksandar I, proclaimed the Air Defense Artillery Division's day. At the Thessaloniki front line, with the support of the Allied force, Serbian Air Forces were reorganized. First, Serbian-French joint escadrilles were formed, and by the end of 1916 a Nieuport division, while at the beginning and in mid-1918 the First and Second Serbian Fighter Escadrilles were formed.
General mobilization in the summer of 1914 found Serbian Aeroplane Escadre not well prepared. Aeroplane Escadre have only 9 aeroplanes of which 7 in flying condition. Five planes and three pilots were relocated to airfield Dabića. From that airfield, Captain's Živojin Stanković and 2nd Lieutenant Miodrag Tomić on August 13, 1914 commenced their first reconnaissance flights in Great War. Because of air supremacy of the K.u.K. Luftfahrtruppen over Serbian Front, in March 1915 arrived the French Escadrille (Escadrille MFS.99) to aid weakness Serbian Aeroplane Escadre. French Escadrille held the frontline from Smederevo to Loznica, and Serbian Escadre from Smederevo to Golubac. After the conquest of Serbia by the Central Powers in the autumn of 1915 and the great retreat of Serbian army to island of Corfu, in the spring 1916 was formed Macedonian front. In the autumn of 1915, in Serbia was realized the first medical transport of the wounded and sick in the world aviation history.[4] One of the ill soldiers in that first medical transport was Milan Rastislav Štefánik, a Slovak pilot-volunteer who was flown to safety by French aviator Louis Paulhan.[5] At the Macedonian front line, with the support of the Allied force, Serbian Aeroplane Escadre were reorganized. First, Serbian-French joint escadrilles were formed, and by the end of 1916 a Nieuport division, while at the beginning and in mid 1918 the First and Second Serbian Escadrilles were formed.
World War I started with Austro-Hungarian declaration of war on Serbia on 28 July 1914. The S.A.F (Serbian Air Force) saw action from day one. At the beginning of World War I, Serbian pilots who were actually skilled and experienced from the Balkan Wars had succeeded to give the valuable information about the number, the movements, and the position of the enemy troops. They contributed to early Serbian victories in 1914 at Cer Mountain, Kolubara and Drina river. At the beginning of 1915, armed with machine guns and bombs, Serbian pilots succeeded to fight back the enemy by attacking their aircraft flying over the Serbian sovereign territory or by bombing the important targets in the background positions.
Serbia formed one of the first truly powerful air defense units in Europe. This was due to the massive onslaught of German and Austro-Hungarian aircraft. Serbian air defense units and air warning units were formed officially on 8 June 1915. The first airplane shot down by ground fire unit in World War I happened over skies of Serbia. During the German air attack on city of Kragujevac on 30 September 1915, air defense artillerist Radivoje "Raka" Lutovac – from regiment "Tanasko Rajić", shot his first hit, by his artillery modified gun, a Farman airplane with two crew members. Without any sophisticated cannon sights, he was aiming through the bore of his gun. This day is also a holiday of Serbian air defense. But the full control of the Serbian sky had been established in April 1915 when one well equipped and armed French squadron arrived as help from the allied forces to Serbian Aviation. Until the beginning of "Mekenzen" offensive in October 1915, French and Serbian pilots had succeeded to establish dominance in the air and to follow the enemy movements over the rivers Drina, Sava and Danube. They were also constantly bombing the hinder, the traffic and concentration of the enemy.
During the time of 1914–1915, the first Serbian-made planes were produced. They had been made mostly by craftsmen in various furniture factories. These early Serbian planes were used for training, since they were underpowered. While construction was Serbian, airplane motors were French-made. This aircraft design had the name 'PINGVIN', or 'Penguin class'. Only few of these were ever made. Although modest, this domestic design was inspiration for creating Serbian air industry after the First World War.
In the course of the Austro-Hungarian offensive and the retreating of the Serbian military, the French and Serbian pilots succeeded to stop the movements and intentions of the enemy. This information was very valuable to Serbian Military Command, who were retreating under the constant and strong pressure of the enemy who also was helped by the Bulgarian Army. The plan for retreating was that the soldiers together with the civilians would go through Albania and Montenegro, all the way to the Adriatic Sea. In the course of the retreat, the French and Serbian pilots did the first operation of carrying the injured soldiers with aircraft. The French-Serbian pilots had also organized the maintenance of the connection with the units retreating through Albanian coast to Durrës and Vlorë.
Evacuation of wounded Serbian soldiers by airplanes of the S.A.F and French Air Force (Armée de l'Air) represented first air-lift of injured soldiers in history.
Although Serbia was occupied in late 1915, by German, Austro-Hungarian and Bulgarian armies, the Serbian government and armed force refused surrender. The entire Serbian army withdrew through Albania, into Greece, where they together with French and British forces created the Thessaloniki front.
French pilots had left the Shkodra area in December 1915. When the last aircraft was destroyed, Serbian pilots together with the Serbian Army had crossed to Corfu Island. In the period of World War I, Serbian pilots had succeeded to show the importance of the military aviation to all ministers and to secure the place of aviation in its modernized version. The French squadron has improved the opinion about the Air Force because it has represented the secure collaborator in all phases of battle. In the second part of World War I on the Thessaloniki front line, the Air Force had played a big part for it was equipped and armored with modern weapons and modern aircraft. As the war industry grew really fast, the Serbian Aviation obtained modern aircraft. After the re-organization in Corfu, the Serbian Aviation squadron had been moved to Mikra; not far away from the Thessaloniki. The material conditions of the Serbian Army caused that all available, trained, and capable aviation staff be referenced to five French squadrons. These squadrons were added to Serbia on the Allied Forces Conference in Paris. The Serbian Command wanted to have certain level of independence over its own Air Force and it secured the independence under Command of the Serbian squadron in Mikra. There was also a strong will for the formation of an independent Serbian Aviation Squadron. These five Serbian-French squadrons formed the "Serbian Aviation" which was working as an integral part with the ground troops. Allied forces squadrons such as British, Italian and Greek forces who actually had their own aviation units, also helped the formation. In the certain phases of World War I, the Central Force Air Forces succeeded to establish the dominance in the air, but at the end of World War I (especially at the time of breaking out the Thessaloniki's front line), allied forces commands had realized the value of this course, and the Serbian-French units, together with the allied forces Air Forces, had succeeded to beat the enemy in everything. The year 1918 in the summer was a year of the absolute control of the sky over this area by the allied forces. Successive and strong break up which Serbian Armies did as well as their break up in the River Vardar Valley, caused the Bulgarian capitulation when the Serbian Army after only 45 days had succeeded to move the enemy lines for 600 kilometers, to be the winner for the third time in this, Austria-Hungary was defeated. The German Army was very exhausted and lost its great supporter. They had been actually forced to sign the armistice. On the Thessaloniki's front Serbian Aviation did 3,000 combat flights, participated at all main operations and receipted the end of World War I in the associated unit which counted 60 modern aircraft. The staff of this unit consisted of 70 pilots, 40 reconnaissance pilots, and other aviation specialists. This aviation had staff and equipment with enormous experience.
Serbian aviation was a part of rebuilt Serbian Army, a part of the allied Eastern Army (consisted of French, Great Britain, Greece and Italian soldiers). Supreme commander of the eastern Army was a French general named Franshe D'Epere. The Air Force commanders were French officers and squadrons were staffed with French and Serbian personnel.
By the order dated 17 January 1918, the two Serbian squadrons were to be formed and staffed with Serbian personnel. In April 1918 Prva Srpska Eskadrila (First Serbian Squadron) became operational with 12 Dorand AR type I A2 and 3 Nieuport XXIV C1 from French-Serbian composite Squadron AR 521 and commanded by French officer (Serb national) lieutenant Mihajlo Marinković. During May and June, the French-Serbian composite Squadron AR 525 Druga Srpska Eskadrila (Second Serbian Squadron) became operational. Captain Branko Vukosavljević was the first Serbian squadron commander who was appointed to lead to Prva Srpska Eskadrila (First Serbian Squadron) in August 1918.
Inter-war period
The period between two world wars was marked by a significant growth of our Air Forces, accompanied by the production of modern and sophisticated aircraft, with then ongoing organizational-formation changes within the Air Force. As of 1924, 2 August, the Saint Elijah day was observed as the patron saint day of Serbian Air Forces, with the Saint Elijah the Lightning Bearer as a patron saint of military and other pilots of then existing Yugoslavian Kingdom.
With the establishment of the Kingdom of Serbs, Croats and Slovenes (Kingdom of SHS), an Army Aviation Department was formed with Serbian and ex-Austro-Hungarian (Croatian and Slovenian) personnel. In 1923, a major initiative was launched to replace World War I era aircraft still in service with more modern designs. Contracts were placed abroad and with newly established local factories. Later in 1923 the Aviation Department was renamed the Aviation Command and placed directly under the control of the Ministarstvo vojske i mornarice (Ministry of Military and Navy). In 1930, the Aviation Command was renamed the Jugoslovensko Kraljevsko Ratno Vazduhoplovsto (JKRV) which translated is the Yugoslav Air Force.
World War II
The attacking forces, engaged in the April War (6th to 17 April) were 2,373 aircraft strong, including from Germany 1212 aircraft, Italy 647 and Hungary 287 aircraft, while the Royal Yugoslav Air Force had 494 airplanes, only 269 of modern type. Thus the ratio, in the beginning of operations was 5:1 in favor of the enemy, and if we count only modern Yugoslav aircraft the ratio climbs to 7:1 in favor of the Axis powers. In spite of huge logistic difficulties and acts of treason (proclamation of so-called "Independent State of Croatia" on April 10, 1941) the Royal Yugoslav Air Force has fulfilled its duties with honor. Yugoslav airmen fought with incomparable courage against an enemy superior both technically and numerically. Especially, the 5th and 6th Fighter regiment pilots showed their bravery. During the war operations (6 to 15 April) a total of 1416 take-offs was made, 993 of which were performed by fighters and 423 by bombers. During this short war 135 flight crew members and 576 ground personnel lost bravely their lives. About 300 Yugoslav Air Force personnel were escaped, first in Greece then in Crete. After Battle of Crete they come in the deserts of Near and Middle East were for short time found safe place. But, Field Marshal Erwin Rommel with his Afrika Korps was already arrived there. In June 1941, was already formed the 2nd Yugoslav Squadron attached to No. 230 Squadron RAF.[6]
During the April War in 1941, in 9 war days, 145 pilots died in air combats, while 576 members of the Air Force perished on ground. In that period 1416 combat flights were performed, downing 60 enemy aircraft. Especially, the 5th and 6th Fighter regiment pilots showed exceptionally their bravery, and also bombers pilots, causing significant casualties to the enemy at airbases in Austria, Hungary and Bulgaria.
Socialist Serbia
After World War II the Air Force underwent several developmental stages, the first major air force modernization being performed from 1953 to 1959. Aircraft made in the West are introduced thus broaching the era of jet aviation. With the forming of first helicopter escadrille in 1954 the chopper units were also incorporated within the Air Forces branch. At the beginning of 1960s supersonic fighters were introduced, followed by intensive growth of Serbian aviation industry in that period. A number of jet planes prototypes were constructed, which served as basis for the development of training fighters and fighter aircraft, such as ”Galeb” and “Jastreb”, “G-4” and “Orao” and the most advanced fighter aircraft MiG-29 was introduced in the mid-1980s.
NATO bombing of Yugoslavia
An important portion of the 1999 war between Yugoslavia and the NATO coalition involved combat between the Yugoslav Air Force, which was the predecessor of today's Serbian Air Force, and the opposing air forces of NATO. United States Air Force F-15s and F-16s flying mainly from Italian air force bases attacked the defending Yugoslav fighters—usually MiG-29s, which were in bad shape, due to lack of spare parts and maintenance. A total of six Yugoslav MiG-29s were shot down in 1999, of which three were shot down by USAF F-15s, one by a USAF F-16, and one by a RNAF F-16.[7] One aircraft, according to a Serbian documentary, was hit by friendly fire from the ground.[8] Another four were destroyed on the ground.[9] During the course of the air war, Yugoslav anti-aircraft defenses downed a USAF F-16C and an F-117 Nighthawk, the first stealth aircraft to ever be shot down in combat.[10]
References
- Slobodan Kljakić (2 September 2012). "Sto godina srpskog vojnog vazduhoplovstva" (in Serbian). Politika. Retrieved 1 November 2013.
- Walter J. Boyne (1 January 2002). Air Warfare: an International Encyclopedia: A-L. ABC-CLIO. pp. 66–. ISBN 978-1-57607-345-2.
- "How was the first military airplane shot down". National Geographic. Retrieved 5 August 2015.
- Serbia, RTS, Radio televizija Srbije, Radio Television of. "Veliki rat - Avijacija". rts.rs.
- L'homme-vent, special issue of L'Ami de Pézenas, 2010
- John Campbell (2013). Royal Air Force Coastal Command: A short history of the maritime air force which protected the United Kingdom’s shipping during WW I and WW II. Memoirs Publishing. p. 205. ISBN 978-1-909544-74-1.
- Lok, Joris Janssen. "How Dutch F-16AMs shot down a Mig-29". Janes.com. Archived from the original on May 3, 2009. Retrieved 7 September 2009.
- "Niko nije rekao neću, drugi deo Predrag Milutinović pilot" (in Serbian). Radio Television of Serbia. 11 May 2009.
- "Mikoyan-Gurevich MiG-29 Fulcrum: Losses & Ejections". ejection-history.org.uk. 17 October 2008. Archived from the original on 17 October 2007. Retrieved 7 September 2009.
- "Serb discusses downing of stealth". USA Today. 26 October 2005.
Sources
- Blume, August G. (November 1993). "Histoire de l'aviation serbe (1ère partie)" [History of Serbian Aviation]. Avions: Toute l'aéronautique et son histoire (in French) (9): 35–38. ISSN 1243-8650.
- Blume, August G. (December 1993). "Histoire de l'aviation serbe (2ème partie)". Avions: Toute l'aéronautique et son histoire (in French) (10): 2–6. ISSN 1243-8650.
- Blume, August G. (January 1994). "Histoire de l'aviation serbe (3ème partie)". Avions: Toute l'aéronautique et son histoire (in French) (11): 14–18. ISSN 1243-8650.
- Janić, Čedomir; Petrović, Ognjan (2010). Век авијације у Србији 1910–2010: 225 значајних летилица. Belgrade: Аерокомуникације. ISBN 978-86-913973-0-2.