Editing SOKO (section)

==History==
During the late 1940s, as a result of the [[Yugoslavia|Yugoslav]] government's policy to [[Relocation of Serbian industry during the Informbiro period|relocate Serbian industry]], a large portion of both the infrastructure and personal from the aeronautical section of the [[Ikarbus|Ikarus]] company from [[Zemun]], [[SR Serbia]] was uprooted and transferred to [[Mostar]], [[Socialist Republic of Bosnia and Herzegovina|SR Bosnia and Herzegovina]]. During 1950, these assets were integrated into the newly formed aircraft manufacturer SOKO, which immediately begin working on various aeronautical technologies. During these early years, the company produced the [[Soko 522]] trainer aircraft, as well as providing maintenance support for the [[Yugoslav Air Force]], particularly its fleet of [[United States|American]]-built [[Republic F-84 Thunderjet|F-84 Thunderjet]] fighters.{{Citation needed|date=March 2020}}

During 1957, Yugoslavia's VTI (Aeronautical Technical Institute) commenced design work on what would subsequently become the [[Soko G-2 Galeb]]. The principal purpose for its development was to produce a domestic replacement for the American-built [[Lockheed T-33 Shooting Star]], which at the time was the most commonly used jet trainer aircraft in use by the Yugoslav Air Force; thus, the Galeb was to be capable of meeting the varied qualities and requirements involved in performing ''ab initio'', intermediate, and advanced instructional training missions.<ref name = "flight 901">''Flight International'', 28 November 1968. p. 901.</ref> The Galeb was developed as a collaborative effort between Yugoslavia and the [[United Kingdom]], and reportedly contributed significantly to the export value of the latter;<ref name = "flight 901"/> a significant proportion of components and ancillary equipment, such as the powerplant, ejector seats, and navigational fittings amongst others, that were installed upon the aircraft had been sourced from or were directly produced by a range of British aerospace manufacturers.<ref name = "flight 901"/> Sponsorship for the aircraft's development was provided by the British engine manufacturer [[Rolls-Royce Limited]], whose [[Armstrong Siddeley Viper]] [[turbojet]] engine was selected to power the type.<ref name = "sbac 1968"/>

[[File:Soko Mostar Galeb 0537 JAF LEB 15.06.63 edited-3.jpg|thumb|right|Soko G-2 Galeb of the Yugoslav Air Force exhibited by the company at the 1963 Paris Air Show]]
During 1964, production of the Galeb commenced, making it the first indigenously-developed jet aircraft to enter mass production in Yugoslavia (the first jet-powered plane built by Yugoslavia was the [[Ikarus 451M]] in 1952, which did not enter production).<ref name = "sbac 1968">[https://www.flightglobal.com/pdfarchive/view/1968/1968%20-%202040.html "Twenty-Sixth SBAC Show... Military Research Aircraft."] ''Flight International'', 19 September 1968. p. 450.</ref> A ground attack-orientated derivative of the Galeb, named the [[Soko J-21 Jastreb|J-21 Jastreb]], was also developed shortly thereafter;<ref name = "flight 904">''Flight International'', 28 November 1968. p. 904.</ref> aside from the strengthening of the airframe, one distinct difference between the two aircraft was the deletion of the rear cockpit on the J-21 Jastreb, this location has instead been covered by a [[Aircraft fairing|fairing]] and the internal space used to contain avionics and other aircraft equipment.<ref name = "flight 905">''Flight International'', 28 November 1968. p. 905.</ref> Beyond domestic adoption with the Yugoslav Air force, the Galeb achieved export sales as well; the [[Libyan Air Force]] was a prolific operator of the type; by 2002, it reportedly possessed a total of 80 aircraft remaining in its inventory.<ref>[https://www.flightglobal.com/pdfarchive/view/2002/2002%20-%200432.html "Census: military aircraft."] ''Flight International'', 18 February 2002. p. 48.</ref>

During 1970, the neighbouring nations of [[Romania]] and [[Yugoslavia]] began discussions on the subject of jointly developing a new [[Attack aircraft|ground-attack]] orientated fighter aircraft.<ref name = "fredriksen 301">Fredriksen 2001, p. 301.</ref> On 20 May 1971, the Romanian and Yugoslavian governments signed an agreement for the formation of ''YuRom'', a joint [[research and development]] venture between the two nations. According to aviation author John C. Fredriksen, the announcement was a logical extension of political policy, as the two nations' [[head of state|heads of state]], [[Josip Broz Tito]] of Yugoslavia and [[Nicolae Ceaușescu]], had both historically sought to avoid overreliance upon the [[Soviet Union]], preferring to build ties and cooperative projects with other friendly or neutral nations.<ref name = "fredriksen 301"/> Due to political sensitivities and a strong desire to avoid one nation upstaging the other, the aircraft featured two separate names; in Romania, it was known as the [[IAR-93 Vultur]] while in Yugoslavia it was referred to as the [[Soko J-22 Orao]].<ref name = "fredriksen 301"/> Serial production of the J-22 was performed at SOKO's [[Mostar]] facility, production was brought to a halt in 1992, and the factory itself heavily damaged, by the series of events commonly referred to as the [[Yugoslav Wars]].<ref name = "flight 1999">Penney, Stewart. [https://www.flightglobal.com/news/articles/military-aircraft-directory-part-2-55008/ "Military Aircraft Directory Part 2."] ''Flight International'', 11 August 1999.</ref> Various upgrade programmes for the J-22 were proposed during the 1990s; reportedly, such efforts would have been focused upon its avionics.<ref name = "flight 1999"/> However, such ambitions were heavily undermined by the dismantling of the Mostar factory during the [[Yugoslav Wars]] and the collapse of Romania's communist government.<ref name = "flight 1996">[https://www.flightglobal.com/news/articles/aviaone-formerly-iav-craiova-9629/ "Aviaone (formerly IAV Craiova)."] ''Flight International'', 22 October 1996.</ref>

[[File:Serbian Air Force Soko G-4 Super Galeb.jpg|thumb|left|A [[Soko G-4 Super Galeb]] of the [[Serbian Air Force]]]]
Another programme begun during the 1970s would result in the development of the [[Soko G-4 Super Galeb|G-4 Super Galeb]]; it was designed as a replacement for Yugoslav Air Force's existing inventory of [[Soko G-2 Galeb|G-2 Galeb]]s. According to aviation periodical [[Flight International]], the Super Galeb showed unmistakable lineage from the earlier G-2, sharing the same [[United Kingdom|British]]-sourced [[Armstrong Siddeley Viper|Rolls-Royce Viper]] [[turbojet]] engine, albeit uprated for greater performance.<ref name = "flight 1647"/> However, aviation historian Christopher Chant notes that: "the Super Galeb bares no more relation to the G-2 Galeb than an identity of role, being an altogether more advanced aircraft.<ref name = "chant 467">Chant 2014, p. 467.</ref> Beyond the domestic market, it also competed internationally against jet trainers such as the [[Italy|Italian]] [[Aermacchi MB-339]], the [[Czechoslovakia]]n [[Aero L-39 Albatros]], and the [[Spain|Spanish]] [[CASA C-101]]; Flight International observes that, while the Super Galeb offered less performance that the [[France|Franco]]-German [[Dassault/Dornier Alpha Jet]], it was substantially cheaper to procure.<ref name = "flight 1647">[https://www.flightglobal.com/pdfarchive/view/1983/1983%20-%201011.html "Jugoslavia develops new jet trainer."] ''Flight International'', 4 June 1983. p. 1647.</ref>

During the mid-1980s, the [[Novi Avion]] programme was initiated with the aim of increasing [[Yugoslavia]]'s political independence by becoming [[self-sufficient]] in the manufacture of military equipment; at that point, air superiority fighter jets were the only major element in which Yugoslavia was still reliant upon imports, having obtained the capability to manufacture all other military equipment.{{cn|date=October 2022|reason=unreliable or copyvio source removed}} Thus, the Avion was intended to be used as a replacement for the Yugoslavian Air Force's fleet of around 120 [[Mikoyan-Gurevich MiG-21]]s.<ref name = "dass deal 1990"/> Development was a recognised priority programme for the Yugoslavian People's Army and was partly funded by the national government out of general research and development and modernisation funds, as well as being partly provided by industry.<ref name = "dass deal 1990"/> The Novi Avion was to be Yugoslavia's first supersonic aircraft, accordingly, the national industry lacked experience in the design and testing of such fighters and sought out external partners to provide assistance.<ref name = "avion partn sear">[https://www.flightglobal.com/pdfarchive/view/1990/1990%20-%200981.html "Partners sought for Novi Avion."] ''Flight International'', 10 April 1990. p. 25.</ref> Both France and French company [[Dassault Aviation]]'s upcoming [[Dassault Rafale|Rafale]] fighter bore a heavy influence on the design of the Avion.<ref name = "dass deal 1990"/>

During the 1990s, Yugoslavia [[Breakup of Yugoslavia|disintegrated]] into several different nations, which quickly resulted in the Avion programme being abandoned due to the financial resources necessary to start production of the fighter having become unavailable following the break-up of the country. Reportedly, work had been initially halted due to the lack of funding while further efforts were made to acquire foreign partnership arrangements.<ref name = "cash 1991">[https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%201739.html "Cash dearth halts Novi Avion fighter."] ''Flight International'', 2 July 1991. p. 17.</ref> If the development had not been terminated, the first aircraft was scheduled to have conduct its [[maiden flight]] during 1992; the Avion was reportedly expected to enter squadron service at some point during the mid-2000s.<ref name = "dass deal 1990">[https://www.flightglobal.com/pdfarchive/view/1990/1990%20-%200612.html "Dassault in Jugoslav fighter design deal."] ''Flight International'', 13 March 1990. p. 16.</ref>

Throughout the 1970s and 1980s, SOKO was involved in various partnerships. In addition to working with Avioane Craiova to co-develop the J-22 Orao/[[IAR-93]], Soko also cooperated with [[Sikorsky Aircraft|Sikorsky]], [[Westland Helicopters|Westland]] and [[Aérospatiale]] in producing various helicopters [[licensed production|under license]]. Throughout the company's existence, its aircraft production activities were mainly destined to fulfill the needs of the Yugoslav Air Force, but exporting aircraft was also an option. J-1 Jastreb were exported to Libya and Zambia. G-2 Galeb was exported to Libya, Zaire<ref>{{usurped|1=[https://web.archive.org/web/20050120115256/http://www.acig.org/artman/publish/article_190.shtml Zaire/DR Congo since 1980]}} at acig.org, retrieved 4 December 2013</ref> and Zambia.<ref>Taylor 1982, p. 487.</ref> Six Super Galebs were exported to Burma, while the start of the [[Yugoslav wars]] and the international sanctions halted the production and blocked outstanding orders for the G-4 Super Galeb to Malaysia, Singapore, and Indonesia.<ref>[http://www.muzejvazduhoplovstva.org.rs/eksponati.php?jez==eng&id=35 G-4 Super Galeb] at [[Museum of Aviation (Belgrade)]] official website, retrieved 4-12-2013 {{in lang|sr}}</ref>