904

FLIGHT International, 28 November (96

The Go/eb (/eft) is in full production at Soko's factory at Mostar. The power unit for both the Galeb and the Jastreb is a Bristol Engines Division
Viper, seen here being fitted to the airframe

SOKO GALEB AND JASTREB . . .

of performance characteristics required for ab initio work as

well as for relatively advanced instruction. It follows, then, that
aircraft such as the Galeb should combine both low landing
and take-off speeds with a brisk rate of climb and good highperformance rating.
Capt Dusan Krvavica, Soko's chief test pilot, rates the
aircraft as unfatiguing and easy to fly, with light stick forces
and positive control responses. Touchdown speed is conservativearound the 85kt markand the stalling characteristics
are extremely docile. The Viper's ability to make fast, stall-free
accelerations under all conditions has definite advantages. The
fact that good engine speed governing at both partial and full
throttle is possible is equally regarded with favour.
Structurally the Galeb is simple; the fuselage is of conventional stressed-skin construction with frames and bulkheads.
The rear fuselage mates at a section close to the after part of
the canopy, allowing good accessibility to engine and
accessories. The front fuselage comprises the tandem-seat cockpit, integral centre-section, machine-gun installations, air brakes,
and nose-wheel undercarriage unit and systems. Tail unit
pick-up points are fitted to the rear fuselage bulkhead, and a
generous number of inspection panels provide for easy maintenance and servicing. The wings are all-metal, with twin spars
and a stressed-skin/stringer combination stiffened by ribs.
Current production aircraft are not fitted with a pressurised
cockpit, but Soko say that a pressurised unit has been developed and would be available for customers requiring it.
No indication has been given of the number of Galebs so
far in service, but flying hours have mounted steadily since deliveries began in 1964 and a figure of over 20,000hr by the
end of last month was recently quoted.
A decision to go ahead with the Jastreb, a single-seater
attack version of the Galeb, was taken in 1962 and two prototypes were built and flying by 1964. Basically there is
little structural difference between the two aircraft except for
some local strengthening of the airframe and the provision of
more robust strong-points for attaching the under-wing stores.
Improved electronic and navigation equipment has been in-

corporated in the Jastreb, as well as new installations to meet

the needs of both night and day reconnaissance. Externally
there is not much to distinguish the two aircraft except that,
in the case of the Jastreb, the rear canopy has been replaced
with a metal fairing. It seems that, although cabin pressurisation is not envisaged for the pre-production batch of Jastrebs,
it may well be included in series production aircraft for the
Jugoslav Air Force.
The most radical difference is the installation of the more
powerful Viper Mark 531 turbojet of 3,1201b thrust. Two
booster rocket engines, each of 9901b thrust, can be fitted under
the fuselage for use either at take-off or for in-flight acceleration.
The armed version of the aircraft, the Jastreb 1, carries
three 12.7mm machine guns in the nose, and various combinations of bombs and air-to-surface rockets on the under-wing
strong-points. It is also provided with a special target-towing
attachment located under the rear fuselage.
Designated the Jastreb 2, the reconnaissance version is
equipped with two cameras located on the wing-tip pods and
three more in the forward fuselage. All five cameras are
automatically operated.
The performance of the trainer and the strike aircraft seems
to be largely similar. The all-up weight of the armed version
is, of course, greater than that of the trainer, the basic weights
coming out at roughly 8,7481b and 7,7001b respectively. Maximum speed in both cases is around .the 440kt mark, while the
maximum ferry range of the Jastreb is some 800 n.m. and of
the Galeb somewhat less at 650 n.m.
At the Soko factory the first pre-production aircraft is now
well advanced on the jigs and deliveries are expected to
begin later this year. Again, no official figures have been given
for the number of Jastrebs to be built, but a production order
similar to that for the Galeb would probably be a reasonable
estimate. Production capacity at Soko is quite extensive and
could cater for a total rate of some 25-30 aircraft per montn,
though such a rate would probably not be economic unless
export orders were secured.
Soko are naturally reticent about the sales prospects frr
their two aircraft, but if they come to Farnborough quotif 5
basic prices of $150,000 and $175,000 (62,500 and 73,00'
respectively for the Galeb and the Jastreb)which is what b.
been indicatedthen customer interest is likely to be a go
deal more than academic.

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