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Soko P2 Kraguj
The Soko P2 Kraguj, is a unique aircraft that was built and operated in Yugoslavia, this aircraft was rarely seen outside the borders of the former Yugoslavia. The aircraft is a blend of eastern block airframe technology and western engine, propeller and avionics, with instruments being made in Yugoslavia.
There are at the moment three aircraft registered in the UK:
- G-BSXD
- G-SOKO
- G-RADA
G-BSXD & G-SOKO are currently airworthy in the UK.
Across Europe there is currently two other aircraft flying, one in France, which actively displays on the air show circuit, and one in the former Yugoslavia.
The Kraguj was last used in combat in the unfortunate violent break up of the former Yugoslavian state, being used by new airforces of the breakaway in-dependant states flying in defiance of NATO into the 1990s.
An arms embargo against all states ensured the use of any available aircraft, obsolete or not, the Kraguj was the last piston fighter to have been flown in combat, flying with the new air forces of the former states in defiance of NATO. The last actions being 1992/93 with Kragujs bombing Bosnia, the F16s of NATO forces deployed it the region at the time with AWACS air cover ensured the final grounding of the Kraguj.
The majority of the 50 Soko built aircraft now reside at the national aviation museum at Belgrade International Airport along with many other types of the former Yugoslavian air force in accordance with the Dayton agreement to reduce the size of the armed forces in particular the air force.
History of Soko Kraguj 30146 G-BSXD
Soko Kraguj (series 2)30146 G-BSXD was built in Mostar in the former Yugoslavia in 1977 and served in the Yugoslavian air force on two squadron 466 Squadron and 462 Squadron at AFB Lucko Zargreb Croatia, in a light fighter bomber role in the late 80s it was recalled to the air force overhaul facility "Moma Stanojlovic" Batajnica Airport, Belgrade, for refurbishment and storage followed by disposal to the civil market it, was bought by Jim Pearce (warbird finders) and shipped to the UK in 1989.The aircraft was registered and certified in 1990 and registered G-BSXD the type being test flown by Bob Cole for CAA approval.
The Kraguj type continued in service with the Yugoslavian air force in to turbulent times and the eventual break up of the Yugoslavian state. The majority of the 50 Soko built aircraft now reside at the national aviation museum at Belgrade International Airport along with many other types in accordance with the Dayton agreement to reduce the size of the air force.
G-BSXD had been overhauled and was being held in reserve until put up for disposal by the Yugoslavian Airforce be classed as obsolete, however before the entire fleet was disposed of the country, the internal problems started to show!
30146 left air force service in 1989 and was packed into a container with 30149 (G-SOKO) and arrived in the UK later that year, G-BSXD was registered in the UK in 1990 and gained it first CAA permit to fly soon after.
G-BSXD spent its early years on the south coast on an airstrip being flown on a regular basis attending fly-ins and air shows the owner at the time was operating a crop spraying business, the type of flying being very similar to the aircrafts operational life.
On the move again the Kraguj was sold to a new owner at Elstree aerodrome. It continued its flying career on and off at Elstree until 1999 when its permit to fly expired.
The aircraft unfortunately then sat at Elstree out doors for a number of years, fortunately the engine being run from time to time by the airport manager at the time. The owner at this time was suffering from ill health and the aircraft was the last of his worries.
On a chance visit to Elstree to collect an aircraft for delivery to Northumberland in June 2005, I first came across the Soko Kraguj, which was now showing the signs of distress having been stood out for a number of years. Remarkably very little was missing from the aircraft, the odd trophy had been removed.
The biggest problem at the time was the missing propeller that had been removed to be worked on and the log books were missing, however after a few phone calls and emails both were tracked down to my great relief.
The aircraft was taken apart and removed by road from Elstree to Northumberland the journey taking 12 hours of slow 30mph driving north.
Having rebuilt aircraft before, it was time to sit back and come up with a rebuild strategy, it quickly became painfully clear that I had grossly under estimated not only the time scale but also the task, given the fact that it was my intention to carry out all the work my self. The more I thought the more I believed that the doubters may be right, with the words "you will never get that flying again" ringing in my ears, I pushed on.
With the original 3 months estimate time long past in fact 2 years had now past, I was now able to push the aircraft out of the hanger and start the engine for the first time having spent many hours day and night getting the project to the final stages. At last all the paper work was in place and the day of the test flight 1 April 2007 arrived.
Soko P2 Kraguj as found at Elstree aerodrome, the aircraft had lived outdoors for a number of years its permit to fly expired in 1999 and this had started to show .The aircrafts condition was deteriorating, this required an in depth survey to be carried out before any restoration could begin. The propeller had been removed to be stored and was missing with the logbooks.
The Kraguj was moved from Elstree to North Northumberland for restoration the journey took 12 hours travelling at 30 mph all the way.
Engine work on the Lycoming GSO480(340hp) was extensive after a time of being exposed to the elements.
The Lycoming engine with supercharger required the complete change of all flexible hoses. The engine stands awaiting the Overhauled Hartzell propeller.
First flights after rebuild are always special!
On approach for the landing after the first flight.
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