The Kraguj (Sparrowhawk) was a light attack aircraft first flown in 1962. 85 examples were built for the Yugoslav air force.

The prototype of the Ikarus 214 light bomber crashed on its first flight in 1949. Twenty 214D crew trainers were built for the Yugoslav AF. This aircraft, serial 61019, was one of six handed over to the Aeronautical Union of Yugoslavia for parachuting in 1967.

A considerable number of T-33s was delivered to Yugoslavia, including some RT-33s. This machine, US serial 52-9958, is however a local IT-33 reconaissance conversion. An F-84G Thunderjet is also seen.

Yugoslavia desperately tried to build indigenous combat aircraft after WWII. 158 examples were built of the S-49 fighter, the all-metal S-49C variant being powered by a Hispano 12Z engine.

Although Yugoslavia developed its own Ikarus S-49 as an interim fighter-bomber prior to the arrival of jets, in addition 150 F-47Ds were obtained from 1952 (23 of them from France). They served 10 aviation regiments and the last operated until 1961. This example was formerly 44-90464 in USAAF service

Periscope up for the backseat pilot.

This nice old Dornier is understood to be a cartographic aircraft.

Taxiing in at the Batajnica airshow. Note the scorched grass - the Balkans were suffering from a bad drought.

The Orao (Eagle) was developed jointly between Yugoslavia and Romania as a trans-sonic attack aircraft. The prototype J-22H, seen here, made its first flight simultaneously with the Romanian IAR-93 on 31.10.74. After withdrawal from operational use, in 1986 it was given to the museum, although the type remains in service with the Serbian AF. Total produced was 103 of all variants (basic J-22, NJ-22 two-seat trainer, IJ-22 recon version and J-22NS with afterburner)

With the exception of the Cessna 172, the Il-2 "flying tank" is the most produced aircraft in history, with 36,163 built. Despite this, only about eight examples survive worldwide. In the immediate post-war years, the Il-2 formed the backbone of the fledgling JRV (Yugoslav AF), with about 300 operated. As the rear fuselage and tail surfaces were made from wood, the Ikarus aircraft factory in Yugoslavia manufactured metal replacements to increase service life, the last Il-2s flying till 1955

Taxiing to Rwy 12. In the background is not BEG's control tower, but the Genex Tower in Novi Beograd.

By late 1940 Yugoslavia had purchased about 80 Me-109 E-3s, which ironically were used during April 1941 in the defence of Belgrade when German forces invaded. After the war around 120 G models were obtained from Bulgaria, incorporating many local modifications. Three were even converted to two-seaters. All were retired by 1952

Yugoslavia had some 231 F-84Gs, this example serving from 1953 to 1973. In 1969 it was converted for reconnaisance duties, sometimes known by local designation IF-84G

First flown in Oct 1943, the Yak-3 was a simple and lightweight design but is credited with being Russia's fastest and most manoeuvrable piston-powered design. Around 70 were received by Yugoslavia by the end of 1945, some being involved in action over post-war border violations. In August 1945 two US C-47s were shot down by Yak-3s, then in October an RAF one was forced to land at Niš. Only three original Yak-3s remain, of which this example retired from instructional use in 1957 is one

Only two complete examples of the 25 Short Sealand amphibians built remain, the other in India (although there is a third dismantled in Northern Ireland). Designed in the late 1940s, it was not a success and suffered from being underpowered. This example was one of two supplied to Yugoslavia and was originally G-AKLS then YU-CFK for delivery, serving the Yugoslav AF till 1962