Nakladnik/Publisher
Ministarstvo unutarnjih poslova
Republike Hrvatske
Ulica grada Vukovara 33, 10 000 Zagreb
Ministry of the Interior
of the Republic of Croatia
10 000 Zagreb, Ulica grada Vukovara 33
Za nakladnika/For the publisher
Ranko Ostojić
Glavni i odgovorni urednik/Editor-in-
Chief
Ivan Meštrović
Autori/Authors
Mario Grlić, Željko Jamičić
Lektorica/Proofreader
Kornelija Baloković Krklec
Korektorica/Corector
Ana Odak
Prijevod na engleski/English translation
„Bekos“, Zagreb
Fotografi/Photographers
Josip Andračić Antonov, Mario Grlić, Ljubo
Gudelj, Željko Jamičić, Hrvoje Jelinić,
2
Vojislav Jereb, Ivica Lajtner, Zdravko
Lenac, Julijan Matanović, Igor Mihalić,
Dubravka Pavković Pogačar, Boran Pivčić,
Željko Pračić, Alen Sambolec,
Dario Vuljanić
Grafički urednik/Art Director
Antonio Hadrović
Naslovna stranica/Cover page
Vladimir Buzolić, Antonio Hadrović
Priprema i tisak/Layout and Print
AKD, Zagreb, Savska cesta 31
Naklada/Circulation
450 primjeraka
Godina izdanja/Year of publication
2015.
CIP zapis dostupan u računalnome
katalogu Nacionalne i sveučilišne knjižnice
u Zagrebu pod brojem
The CIP record is available in the
electronic catalog of the National
University Library in Zagreb under number
ISBN 978-953-161-292-0
 ZRAKOPLOVNA
JEDINICA MUP-a
OD 1967. DO 2015.
CROATIAN POLICE AVIATION UNIT
1967-2015

3
4
5
 nedostaje opis, yo!

6
PREDGOVOR
Ovo je druga, od planirane tri knjige u serijalu o prometnim sredstvima
koje koristi hrvatska policija. Dok se prva knjiga bavila motociklima i
vozilima na četiri kotača, u ovoj je riječ o helikopterima, a trećoj će u
fokusu biti plovila.
Povijest uporabe helikoptera u hrvatskoj policiji stara je nepunih pedeset
godina, a nije ih bilo ni približno toliko kao cestovnih vozila. Neki od
razloga tome su i što je povijest široke primjene tih letjelica započela tek
nakon Drugog svjetskog rata, a i zato što se redovitim održavanjem i
poštivanjem servisnih rokova za zamjenu dijelova vrijeme njihove uporabe
teoretski može produljiti u beskonačnost. Sigurnost letenja znatno se
povećala otkad su se počeli koristiti dvomotorni helikopteri tako da se
gotovo svi padovi i nesreće mogu pripisati – ljudski faktor. Zbog toga
takvih letjelica u hrvatskoj policiji nije bilo mnogo, ukupno šesnaest,
a neke od njih premašuju staž od četrdeset godina! Ovom broju treba
pribrojiti i tri vatrogasna zrakoplova koji su u jednom razdoblju bili u
sastavu Zrakoplovne jedinice specijalne policije.
Kako je riječ o svega pedesetak godina povijesti, moglo bi se zaključiti
kako i nije bilo teško prikupiti građu za ovu monografiju. Kad bi jedini
izvor građe bilo Ministarstvo unutarnjih poslova, rezultat bi bio skroman.
Građe za knjigu ne bi bilo za desetak stranica pa se opet potvrdila
sumnja kako nismo ustrojeni tako da sustavno čuvamo svoju prošlost.
U radu promišljamo prvenstveno sadašnjost i, djelomice, budućnost, a
hoće li o razvojnom putu službe, postignućima i o našem radu, tehnici
kojom smo se služili, odorama i obilježjima ostati nešto sačuvano za
buduće naraštaje kao da i nije suviše važno. I nije sve do trenutka dok ne
zatrebaju podaci i fotografije, zapisi i svjedočanstva kojima bi se oslikala
naša prošlost. Ovoj monografiji, odnosno serijalu, upravo je i nakana
zapisima i fotografijama osvijetliti našu prošlost i očuvati je da bismo znali
gdje smo bili i kamo idemo.
FOREWORD
Of the three planned books about the means of transport used by the
Croatian Police, this is the second one. While the first book addressed
motorcycles and four-wheel vehicles, this one addresses, helicopters,
and the third one will address vessels.
The history of using helicopters in the police is less than fifty years
old and these aircrafts were not nearly as numerous as road vehicles.
They were not present because the history of wide use of these aircraft
did not begin before the end of World War 2, and also because their
regular maintenance and compliance with maintenance intervals for
parts replacement can theoretically extend their lifecycle indefinitely.
The safety of flying substantially improved after twin engine helicopters
started to be used, so almost each crash and accident is attributable to
man. This is why the Croatian Police did not use many of these aircraft, a
total of sixteen, and some of them have been around for over forty years!
We should add to this number the three firefighting aircraft used by the
Special Police Aviation Unit during a particular period.
Considering the history of fifty years, one may think it was not very
difficult to gather all the material for this monograph. If the Ministry
of the Interior were the only source of material, the result would be
modest. The materials for the book would not suffice for a dozen pages,
which reconfirms the doubt that we are not organized to systematically
preserve our history. We only think of what happens today and maybe
tomorrow, as if it were not so important whether or not we will leave
something for future generations about the development path of the
service, our achievements and efforts, the technology we have used, our
uniforms and insignia. It remains unimportant until such time we need
data and photographs, records and testimonies to illustrate our past.
This monograph/series is intended to provide records and photographs
to enlighten our history and preserve it so that we could be aware of
7
 Kad smo putem Policijskog e-glasnika objavili poziv i poslali okružnicu u
sve policijske uprave s molbom za pomoć u prikupljanju građe, odaziv je
bio više nego skroman, gotovo zanemariv.
Srećom uvijek postoje pojedinci, zaljubljenici i zanesenjanci, koji svaki
slobodan trenutak posvećuju svom posebnom interesu ili hobiju. Tako je
bilo i u ovom slučaju. U tom smislu ističemo i iskreno se zahvaljujemo g.
Jaroslavu Hufu, koji je kao veliki zaljubljenik, uz svoj redoviti posao, i sâm
snimao trenutke iz života jedinice, što nam je pomoglo u rekonstrukciji
povijesti Zrakoplovne jedinice. Mnogi od onih koje smo pozvali na
suradnju spremno su se odazvali, ustupivši nam fotografije iz svojih
arhiva i to pod povoljnim uvjetima: da se ispod svake fotografije objavi iz
čijeg arhiva potječe i tko ju je snimio te da im se pokloni jedan primjerak
monografije kada bude tiskana, što će se poštovati.
Za starije tipove letjelica koje su odavno izvan uporabe, one koje su
se srušile ili za neke iz ratnog razdoblja, nema sačuvane kvalitetne
fotografske građe. Zato smo o njima odlučili objaviti sve sačuvane
fotografije. No, za neke helikoptere, prije svega helikoptere registarskih
oznaka 9A-HBC, 9A-HDB i 9A-HBM, koji su dugo u eksploataciji i još će
se neko vrijeme koristiti, te za oba novonabavljena eurocoptera, postoji
mnoštvo fotografija.
Rad na prikupljanju građe znatno je olakšala sretna okolnost što je
Zrakoplovna jedinica nadomak Zagreba. Zahvaljujemo g. Mirku Kirinu,
zapovjedniku Zrakoplovne jedinice, koji je bio izuzetno susretljiv i stavio
nam na raspolaganje sve dostupne podatke, istodobno potičući i ostale
pripadnike Zrakoplovne jedinice da nam ustupe fotografije iz svojih brižno
čuvanih arhiva.
Da bi uloženi napor imao svoje opravdanje i da se složena građa objavi
u jednoj primjerenoj monografiji, zasluge pripadaju g. Evelinu Tonkoviću,
zamjeniku ministra unutarnjih poslova, koji je potaknuo rad na ovom
serijalu i otpočetka stajao iza njega.
Svima koji su na bilo koji način pridonijeli uspjehu ovog projekta
najsrdačnije zahvaljujemo.
Željko Jamičić
voditelj Muzeja policije
8
where we have been and where we are going.
After giving notice and sending a circular via the police e-journal to all
police administrations with a request for assistance in the gathering of
material, the response was very modest, almost insignificant.
Fortunately, there are always individual enthusiasts who devote each
moment of their free time to their special interests or hobbies. And so it
happened in this case. To that effect, we highlight and sincerely thank
Mr. Jaroslav Huf, a great enthusiast who recorded, in addition to his
regular job, moments from the life of the Unit that helped us reconstruct
the history of the Aviation Unit. Many of those whom we asked for help
readily responded, providing us with photographs from their archives
on favorable conditions: they requested that the archive owner and the
photographer be named below each photograph and that they receive a
copy of the monograph once it has been printed, which we will comply
with.
No quality photographic materials are available for older types of aircraft
that have been out of service for a long time, those that have crashed or
some from the war period. This is why we decided to publish all available
photographs about them. On the other hand, plenty of photographs are
available for some helicopters, primarily those with the registration codes
9A-HBC, 9A-HDB and 9A-HBM, which have been exploited for a long
time and will be used for some time, as well as both newly purchased
Eurocopters.
Our work on gathering the material was made much easier by the
fortunate fact that the Aviation Unit is based near Zagreb. We would
like to thank Mr. Mirko Kirin, Aviation Unit Commander, who was very
accommodating and provided us with all data available, at the same time
encouraging other Aviation Unit members to provide us with photos from
their carefully preserved archives.
Deputy Minister of the Interior Mr. Evelin Tonković takes credit for
justifying the efforts used and publishing the material gathered in an
appropriate monograph as he encouraged our work on this series and
has stood behind it from the very beginning.
We most sincerely thank everyone who contributed to the success of this
project in any way.
Željko Jamičić
Police Museum Manager
 UVOD

POVIJEST HELIKOPTERA
I NJIHOVA PRIMJENA U POLICIJI
Kratka povijest helikoptera

INTRODUCTION

HISTORY OF HELICOPTERS
AND THEIR USE IN POLICE
Brief History of Helicopters

9
 Iako zrakoplovi s fiksnim krilima pri-
vlače pozornost većine povjesničara,
let helikoptera bio je prvi let koji je čo-
vjek zamislio. Još su se drevni Kinezi
igrali ručno pokretanim igračkama s
perjem nataknutim na kraj štapa, koji
bi se naglo zarotirao između ruku i
zatim pustio da poleti. Iako je tek bila
riječ o igrački, bila je to ipak prva za-
bilježena ideja helikopterskog načina
leta pa se stoga i smatra pra-pra-heli-
kopterom
Ovakve igračke pojavile su se 400 godina p.n.e. u Kini, dok u 18. stoljeću
postaju predmet eksperimentiranja Sir Georgea Cayleyja, oca suvremene
aeronautike.
Najranije pojave takvih igračaka u Europi javljaju se na renesansnim
slikama i crtežima Leonarda da Vincija. Leonardo da Vinci je oko 1500.
godine nacrtao dizajn letećeg stroja za vertikalno polijetanje. Mogao
se opisati kao leteći vijak na ručni pogon koji se u konačnici pokazao
promašajem. U idućim stoljećima mnogi su inovatori eksperimentirali s
mogućnošću vertikalnog leta, a svi praktični koncepti temeljili su se na
načelima rada drevne kineske igračke.
Spomenuti Sir George Cayley do kraja osamnaestog stoljeća konstruirao
je nekoliko uspješnih modela za vertikalan let s rotorima napravljenim
od limenih ploča i pogonjenih satnim oprugama. U kasnijem radu,
objavljenom 1843. godine, Sir George Cayley daje potankosti o relativno
velikoj letjelici za vertikalni let koju je nazvao „zračna kočija“. Taj stroj
imao je dva para bočnih rotora za stvaranje uzgona i propelere koji su
10
Although aircraft with fixed wings
attract the attention of most historians,
the helicopter flight was the first flight
conceived by man. Even the ancient
Chinese played with manually operated
toys consisting of feathers stuck on
the end of a pole that would be rapidly
rotated between hands and then
released to fly. Even though this was
merely a toy, it was the first recorded
idea of the helicopter method of flying,
which is why it is considered to be an
ancient version of the helicopter.
Such toys appeared 400 years B.C. in China and were experimented on in
the 18th century by Sir George Cayley, the father of modern aeronautics.
The earliest emergence of such toys in Europe appeared in renaissance
paintings and drawings of Leonardo da Vinci. Around the year 1500,
Leonardo da Vinci drew a design of a flying machine designed for vertical
takeoff. It could be described as a manually operated flying screw,
which ultimately proved to be a failure. In the centuries to come, many
innovators experimented with the possibilities of vertical flying and all
practical concepts were based on the operating principles of the ancient
Chinese toy.
By the end of the 18th century, Sir George Cayley designed several
successful vertical flight models with rotors made of metal sheets and
powered by clock springs. In his later work published in 1843, Sir George
Cayley provided details of a relatively large aircraft for vertical flying that
ih gurali prema naprijed. Međutim, naprava je ostala na razini ideje jer
su jedini, u to doba dostupni pogonski strojevi bili oni parni, preteški za
osiguravanje uspješnog leta.
Nepostojanje prihvatljivog pogonskog stroja usporavalo je razvitak
letjelica težih od zraka s fiksnim ili rotirajućim krilima, ali upotreba
minijaturnih lakših parnih strojeva dala je i neke uspješne rezultate.
Godine 1840. Horatio Phillips konstruirao je parom pogonjen stroj za
vertikalni let - para proizvedena u minijaturnom grijaču izbacivana je
preko vrhova lopatica. Iako je bio nepraktičan za izvedbu u normalnoj
veličini, značajan je jer je obilježio trenutak kad je helikopter poletio
snagom motora, a ne energijom sadržanom u napetim oprugama.
Početkom druge polovice 19. stoljeća Francuz, Ponton d’Amecourt,
napravio je mnoge parom pogonjene modele letjelica. Iako tek modeli,
uspješno su poletjeli, a 1861. godine nazvao ih je helikopterima. Naziv
„helikopter“ potječe od grčkih riječi “elikoeioas”, što znači spirala ili navoj
i “pteron”, što znači pero ili krilo.
Razvitak pogonskog motora bitan je za svaki oblik leta. Dok su zrakoplovi
mogli letjeti pogonjeni motorima relativno male snage, uspjeh helikoptera
morao je čekati razvitak tehnologije koja bi omogućila izradu lakših i
snažnijih motora.
Prije 1870. godine parni je stroj bio jedini agregat dostupan za korištenje
u većini mehaničkih uređaja. Parni stroj je motor s vanjskim izgaranjem
koji zahtijeva kotao, ložište, pumpu, kondenzator, stap, cilindar te
opskrbu goriva i vode. Sve navedene sastavnice otežavaju dobivanje
odgovarajućeg omjera snage i mase parnog stroja koji bi bio pogodan za
aeronautičku uporabu. Unatoč tome, sve do pojave motora s unutarnjim
izgaranjem, parni se stroj neprekidno usavršavao i doveo do visoke razine
praktičnosti. Napokon, razvitak motora s unutarnjim izgaranjem potkraj
19. stoljeća pojednostavio je cjelokupan pogonski agregat, omogućivši
izradu kompaktnih motora s visokim omjerima snage i mase.
Autožiro (žirokopteri)
Prve praktično uporabive letjelice s rotirajućim uzgonskim površinama,
preteče današnjih helikoptera, pojavile su se tek dvadesetih godina
prošlog stoljeća, točnije 1923. godine, pod nazivom autožiri (žirokopteri).
Razvio ih je Španjolac, Juan de la Cierva. Ta je letjelica podsjećala na
helikopter, ali je koristila nepogonjen rotor. Kako se autožiro kretao
zrakom pogonjen klasično postavljenom elisom, rotor se slobodno
okretao. Da bi se uzdigla od tla, za postizanje dostatne brzine, letjelica
he referred to as the aerial carriage”. This machine had two pairs of side
rotors to create lift and propellers pushing it forward. However, the design
remained a mere idea because the only propelling machines available
at the time were steam machines, and they were too heavy to ensure
successful flying.
The inexistence of an acceptable propelling machine impeded the
development of aircraft heavier than air with fixed or rotating wings, but
the use of miniature lighter steam machines did yield some successful
results. In 1840, Horatio Phillips designed a steam powered machine for
vertical flying – steam produced in a miniature heater was pushed across
the tops of the blades. Although it was not practicable in a normal size,
it was significant because it marked the moment a helicopter was flown
by the power of its engine, rather than the energy contained in tensioned
springs. At the beginning of the second half of the 19th century, the
Frenchman Ponton d’Amecourt made many steam powered aircraft
models. Although merely models, they flew successfully and he named
them helicopters in 1861. The word „helicopter“ originates from the Greek
words “elikoeioas”, which means spiral or thread, and “pteron”, which
means feather or wing.
The development of a propulsion engine is essential for any form of
flying. While airplanes were able to fly powered by engines of relatively
low power, the success of helicopters had to wait for a technology to be
developed that would allow making lighter and more powerful engines.
Before 1870, the steam engine was the only engine available for
using in most mechanical devices. The steam engine is an external
combustion engine requiring a boiler, heat source, pump, condenser,
piston, cylinder and fuel and water supply. All these components make
it difficult to achieve an appropriate power-to-weight ratio of the steam
engine that would be suitable for use in aeronautics. Despite this, the
steam engine was constantly improved before the internal combustion
engine appeared, resulting in high levels of practicability. Finally, the
development of the internal combustion engine in the late 19th century
simplified the entire propulsion system, thus allowing for compact
engines with high power-to-weight rations to be made.
Autogyro (Gyrocopter)
The first practically usable aircraft with rotating lift surfaces,
predecessors of the helicopter as we know them today, were not
developed before the 1920s, namely in 1923 under the name of
11
 Gore: makete autožira Cierva C-30
kojeg je tridesetih godina prošlog
stoljeća koristila vojska Kraljevine
Jugoslavije (snimio Mario Grlić u
Muzeju vazduhoplovstva u Beogradu)

Desno: helikopter Igora Sikorskog

R-4 iz 1944.

Sljedeća stranica:
Helikopter Bell 47D-1 (H-13) koristio
se za prijevoz ranjenika u Korejskom
ratu, 1953.

Up: A model of the Cierva C-30

autogyro used in the 1930s by the
Yugoslav Royal Army (photographed
by Mario Grlić at the Aviation
Museum in Belgrade

Right: Igor Sikorsky’s helicopter from

1944

Next page:
The Bell 47D-1 (H-13) helicopter was
used to carry the wounded in the
Korean War, photographed in 1953

12
13
 je, poput zrakoplova, trebala nešto kraći zalet. Mogla je letjeti jedino
pravocrtno naprijed, nije mogla lebdjeti na jednom mjestu, ali se mogla
okomito spuštati i sletjeti gotovo okomito.
U siječnju 1923. godine Juan de la Cierva uspješno je letio svojim C-4
autožirom, koji je imao lopatice rotora sa zglobovima, kakve se i danas
koriste na svim helikopterima. Do 1925. godine njegov je zrakoplov
postao pouzdan pa je počeo s javnim demonstracijama u Francuskoj,
Engleskoj i SAD-u. Iako se i danas ponekad koriste, autožiro ima jedan
veliki nedostatak zbog kojeg mu je primjena bila ograničena. Fenomen
koji se zove rezonancija na zemlji razvija se kad lopatice međusobno
izađu iz faze, što uzrokuje neuravnoteženost rotora. Ako se nedostatak
ne ispravi, za nekoliko sekundi može nastati velika šteta. Do sredine
tridesetih godina 20. stoljeća, helikopter je inkorporirao rotor i ostale
sastavnice koje su se prvo pojavile kod autožira.
Naziv „autožir“ zaštićeni je znak tvrtke Cierva Autogiro Company, koju
je Juan de la Cierva godine 1926. osnovao u Velikoj Britaniji pa se
načelno samo žirokopteri te tvrtke nazivaju autožiri, dok je „žirokopter“
bio zaštićeni naziv tvrtke Bensen Aircraft Company. Do danas su se oba
naziva uvriježila kao generički nazivi za sve ostale zrakoplove ove vrste.
Prve uspješne konstrukcije helikoptera
Između dva svjetska rata vrijedno je istaknuti napore Francuza, Louisa
Bregueta, te Nijemaca, Heinricha Karla Johanna Fockea, zrakoplovnog
inženjera i Antona Flettnera. Zahvaljujući radovima svojih konstruktora
Nijemci su helikoptere izrađivali već prije Drugog svjetskoga rata i koristili
ih početkom rata u ograničenom broju. Bio je to helikopter Focke-
Achgelis Fa 223, uveden u uporabu 1941. godine, kojeg se može smatrati
prvim serijskim proizvedenim helikopterom, iako je proizvedeno svega
dvadeset primjeraka. Bio je to jednomotorni helikopter s rotacijskim
motorom Bramo 323 snage 750 kW/ 1010 KS, pokretan trokrakim
rotorom. Nastavak proizvodnje prekinulo je savezničko bombardiranje
tvornice i uništenje proizvodnih pogona.
Za razvitak helikoptera najznačajniji su radovi Ukrajinca, Igora Sikorskog,
koji je emigrirao u Ameriku, gdje je nastavio rad na helikopterima. Godine
1939. napokon je uspio u izgradnji prvog praktičnog helikoptera. Bio je
to model VS-300. Pokretao ga je četverocilindrični Lycomingov motor
od 60 kW/75 KS, imao je punu cikličku kontrolu glavnog rotora i jedan
repni rotor. Do 1940. godine VS-300 mogao je lebdjeti petnaest minuta,
a 6. svibnja 1941. godine postavio je rekord – lebdio je 1 sat, 32 minute
14
autogyros (gyrocopters), developed by a Spaniard, Juan de la Cierva.
This aircraft resembled the helicopter, but used a non-propelled rotor.
Its rotor moved freely as the autogyro moved through the air propelled
by a conventionally mounted propeller. To lift off the ground and reach
sufficient speed, the aircraft actually did need a somewhat shorter take
off distance to, like the airplane. It was only able to fly linearly forward and
was not able to hover in place, but was able to descend vertically and
land almost vertically.
In January of 1923, Juan de la Cierva successfully flew his C-4 autogyro
equipped with articulated rotor blades like the ones used today on almost
all helicopters. By 1925, his airplane became reliable, so he launched
public demonstrations in France, England and the USA. Although it is
still sometimes used today, the autogyro had a big flaw, which is why its
use was limited. A phenomenon called ground resonance develops when
the bunch up on one side, which causes an imbalance of the rotor. If this
flaw is not rectified, great damage may be caused in a matter of seconds.
Up to the mid-1930s, the helicopter has incorporated the rotor and other
components that first appeared in the autogyro.
The name “autogyro” is a registered trademark of Cierva Autogiro
Company, established by Juan de la Cierva in 1926 in the UK, which is
why only gyrocopters manufactured by that company are may normally
be referred to as autogyros, whereas “gyrocopter” was a registered
trademark of Bensen Aircraft Company. Both names have eventually
become generic names for all other airplanes of the kind.
The First Successful Helicopter Designs
Between the two World Wars, the Frenchman Loius Breguet and
Germans Heinrich Karl Johann Focke, an aviation engineer, and Anton
Flettner, made notable efforts. Thanks to their designers’ work, the
Germans made these helicopters even before World War 2 and used
them at the beginning of the war in limited numbers. This was the Focke-
Achgelis Fa 223 helicopter that they began to use in 1941, which may be
considered the first serially produced helicopter, although they only made
two dozen of them. This was a single-engine helicopter with a Bramo 323
rotational engine developing a power of 750 kW/ 1010 HP, propelled by
a three-bladed rotor. Further production was discontinued by the Allied
bombing of the factory and destruction of the manufacturing plants.
The works created by Igor Sikorsky of Ukraine, who immigrated to the
USA where he continued to work on helicopters, were the most significant
for helicopter development. In 1939, he finally succeeded in building the
first practical helicopter. It was the VS-300 model. It was propelled by
i 26,1 sekunde. U sljedećih nekoliko godina Sikorsky je pojačano radio
na svom modelu, da bi na kraju dobio prvi potpuno upravljiv jednorotorni
helikopter koji je 1942. godine ušao u masovnu industrijsku proizvodnju.
Nakon postavljanja temelja za siguran i stabilan let, konstruktori su
se posvetili povećanju učinkovitosti. Za potrebe vojske tražila se veća
nosivost, dolet, trajanje leta, povećanje intervala između održavanja i
mnogi drugi zahtjevi.
Igor Sikorsky nastavio je razvitak predratnog modela VS-300 pa je 1944.
godine predstavio prvi serijski proizveden helikopter na svijetu. Bio je to
model R-4. Trup mu je bio čelični, a rep cijevna konstrukcija prekrivena
platnom. Prvi se put pojavila i potpuno zatvorena pilotska kabina s
usporednim sjedalima i dvostrukim kontrolama. Pokretao ga je Warnerov
R-550 motor od 134 kW/ 180 KS, a dolet mu je bio 370 km. Proizvedeno
je stotinu komada.
Godina 1945. bila je prekretnica na razvojnom putu helikoptera, nakon
čega slijedi doba suvremenih helikoptera. Sve bitne sastavnice i ideje
pomno su razrađene, no neki tehnološki i industrijski problemi riješeni
su naknadno, u serijskoj proizvodnji. Bilo je mnogih poboljšanja u
konstrukcijskim rješenjima - povećana je pouzdanost i vijek trajanja
rotora, svladane su vibracije i pojave nestabilnosti, uvedeni su
servouređaji u komandama leta, troškovi proizvodnje i ispitivanja lopatica
znatno su smanjeni, a neprekidno su poboljšavana tehnička svojstva i
raznovrsne mogućnosti primjene.
U Sjedinjenim Američkim Državama pokrenut je ubrzan razvitak
helikoptera pa je u kratkom roku svjetlo dana ugledalo mnogo modela.
Među njima nezaobilazni su Bellov model 30, prvi komercijalni helikopter
i prvi proizveden u Bellovoj tvornici, a koristio je i kao predložak za
poznatiji model 47, koji je najveću primjenu imao u Korejskom ratu za
evakuaciju ranjenika.
Početkom pedesetih godina prošlog stoljeća konstruktori su uočili
ograničenja upotrebe klipnih motora u helikopterima, zaključivši kako bi
i neznatno povećanje snage značilo povećanje težine te kako će uskoro
dosegnuti nepremostiv maksimum nosivosti. Godine 1951. konstruktor
Charles Kaman prilagodio je svoj model K-225 da može prihvatiti novu
vrstu motora – turboosovinski motor. Novi je motor omogućio veliko
povećanje snage pa je 11. prosinca 1951. godine poletio prvi helikopter
s plinskom turbinom. Mlazni motor već je šezdesetih godina 20. stoljeća
uveden za srednje i veće helikoptere, kao izrazito bolje rješenje, a
suvremena elektronika kao obvezna oprema.
a four-cylinder Lycoming engine developing 60 kW/75 HP, featuring full
cyclic control of the main rotor and one tail rotor. By 1940, the VS-300
was able to hover for about fifteen minutes and then proceeded to set
the record on 6 May 1941 – it hovered for 1 hour, 32 minutes and 26.1
seconds. Over the next few years, Sikorsky intensified his work on his
model to ultimately provide the first fully operable single-rotor helicopter
that entered mass production in 1942.
Having laid the foundations for safe and stable flying, designers focused
on increasing efficiency. Military uses required greater load capacity,
range, endurance, longer maintenance intervals, in addition to many other
requirements.
Igor Sikorsky continued to develop his prewar model VS-300 – in 1944,
he presented the first serially produced helicopter in the world. It was the
R-4 model. Its fuselage was made of steel and its tail was a pipe structure
covered by canvass. It also featured for the first a fully closed pilot cabin
with double seats and double controls. It was propelled by the Warner
R-550 engine developing 134 kW/180 HP and its range was 370 km.
Around one hundred of them have been made.
The year 1945 was a turning point as regards the development of
helicopters, followed by the era of modern helicopters. All essential
components and ideas were carefully elaborated, while some
technological and industrial issues remained to be resolved in serial
production. Many improvements were made in structural concepts,
the reliability and useful life of rotors were increased, vibrations and
instabilities were overcome, power steering was introduced in controls,
the costs of production and testing of blades were significantly reduced,
and technical characteristics and various uses were improved.
Helicopters developed rapidly in the United States of America, so many
models soon saw the light of day. They included the notable model 30 by
Bell, which was the first commercial helicopter and the first one produced
in Bell’s factory, also modeled after the more popular 47 model, which
was most widely used in the Korean War for evacuating the injured.
In the early 1950s, designers noticed limitations of using piston engines
in helicopters, inferring that even a light increase in power would increase
the weight and that they would soon reach an unbridgeable maximum
load capacity. In 1951, designer Charles Kaman adapted his K-225 model
to be able to accommodate a new type of engine – the turboshaft engine.
The new engine allowed substantial increase in power and the first
helicopter featuring a gas turbine took off on 11 December 1951.
15

Danas su glavni svjetski proizvođači helikoptera američki Sikorsky,
Boeing i Bell, europski Eurocopter i ruski Mil i Kamov.
Uporaba autožira u policiji
U razdoblju koje je prethodilo uporabi helikoptera, već spomenuti
Španjolac Cierva, 1931. godine ponudio je kriminalističkoj policiji
londonskog New Scotland Yarda uporabu autožira. Na ponudu nije dobio
odgovor, ali interes je pokazala londonska prometna policija i već je
1932. godine, za nadzor prometa tijekom održavanja poznatih jahačkih
utrka u Derbyju, korišten model autožira Cierva C-19 Mark IV. U ne baš
doslovnom smislu, taj se događaj može smatrati prvom policijskom
primjenom letjelice s okomitim polijetanjem u svijetu. Od 1932. godine
do početka Drugog svjetskog rata autožiro su se za nadzor prometa
koristile mnoge policije u manjim mjestima Velike Britanije, a tek od 1936.
godine prihvatila ih je i Metropolitan Police iz Londona. U SAD-u autožiro
letjelice bile su u policijskoj uporabi u skromnom broju tek u gradovima
Philadelphia i New York.
Primjena helikoptera u policiji
Prva zasad poznata primjena helikoptera bila je 1946. godine kad je
policija Norfolka u Engleskoj koristila helikopter Sikorsky S-51 u potjeri za
jednom kriminalnom skupinom.
Godine 19 48. njujorška policija uvela je u uporabu helikopter Bell 47D, a iste je
godine čehoslovačka policija dobila na korištenje helikopter Avia VR-3.
Izdvajamo jedan zanimljiv opis razmišljanja o primjeni helikoptera za policijske
potrebe pronađen u časopisu Narodna milicija, br. 2 iz 1948. godine pod
naslovom “Helikopter u službi policije”.
„Policija u Lancashiru već nekoliko godina upotrebljava helikopter za
kontrolu prometa, a jedna pokazna vježba izvedena u policijskoj školi prošle
godine, pokazala je koliko efikasno se može helikopter upotrijebiti skupa s
policijskim kolima na pronalaženju i gonjenju ukradenih vozila. Jednom od
šefova policije povjereno je da obavi ovu „kombiniranu operaciju“ u suradnji s
mornaričkim zrakoplovstvom iz obližnjeg mjesta. Helikopter je držao radio vezu
s policijom. Zadatak mu je bio pronaći tri automobila čiji su registarski brojevi
bili poznati. Svi automobili su pronađeni i pilot nije imao nikakvih teškoća da
se približi toliko blizu da pročita registarski broj, ili da ih prati nakon što ih je
identificirao. Ova pokazna vježba potvrdila je rezultate ispitivanja u nekim
16
As early as the 1960s, the jet engine was introduced for medium-sized
and large helicopters as a much better solution, and electronics as
required equipment.The world’s largest helicopter manufacturers are
presently Sikorsky, Boeing and Bell, the European Eurocopter and the
Russian Mil and Kamov.
Use of Autogyro in Police Forces
During the period preceding the use of helicopters, the abovementioned
Spaniard Cierva offered the crime unit of New Scotland Yard in London
to use autogyros in 1931. As his offer received no reply, the London traffic
police became interested in it and began to use the Cierva C-19 Mark IV
autogyro model in 1932 to monitor traffic during the popular horseraces
in Derby, so this event may be considered the first instance of using a
vertical takeoff aircraft for police purposes in the world (not quite literally).
Between 1932 and the beginning of World War 2, the autogyro was used
by many police forces in UK’s small towns for traffic monitoring purposes,
but were not accepted by the London Metropolitan Police before 1936.
U.S. police forces only used few autogyros in the cities of Philadelphia
and New York.
Use of Helicopters in Police Forces
The first known instance of using a helicopter was in 1946 when the
Norfolk Police Department in England used a Sikorsky S-51 helicopter to
chase a crime group.
In 1948, the New York Police Department began to use the Bell 47D
helicopter, while the Czech police was given an Avia VR-3 helicopter to
use.
Provided below is an interesting description of considerations of using
helicopters for police purposes found in the People’s Militia magazine,
Issue No. 2 of 1948, entitled Helicopter in Service of Police.
„The police in Lancashire have used a helicopter for several years
to control traffic and a demonstration performed last year at the police
school showed how efficiently a helicopter can be used in combination
with a police car to find and chase stolen vehicles. One of the police
chiefs was assigned this “combined operation” in cooperation with a
navy aviation unit from a nearby town. The helicopter maintained radio
connection with the police. Its task was to find three cars with unknown
license plates. All cars were found and the pilot had no difficulties in
coming so close to read the license plate numbers or to follow after
identifying them. This demonstration confirmed the results of the tests
Lijevo: helikopter Focke-Achgelis Fa
223 Drache (Bückerburg Helicopter
Museum)

Dolje: prva uporaba letjelica tipa

autožiro u policijske svrhe bila je 19 32.
godine u Velikoj Britaniji za nadzor
prometa povodom konjskih utrka u
Derbyju

Left: A Focke-Achgelis Fa 223

Drache helicopter (Bückerburg
Helicopter Museum)

Down: In 1932, an autogyro-type

aircraft flew for the first time
for police purposes, for traffic
monitoring during the horseraces in
Derby, UK.

17
 drugim mjestima.
Čak je i u engleskom parlamentu jedan poslanik ministru unutarnjih
poslova uputio pitanje razmatra li se mogućnost uporabe helikoptera za
proučavanje kretanja prometa u Londonu. Dobio je odgovor da policija smatra
da mogućnost njegove upotrebe pod nekim okolnostima može biti od velike
koristi, ali sumnja da bi bio koristan za ostvarenje ove konkretne zamisli.“
Srećom, svakodnevica je ubrzo prevladala ovu ministrovu sumnjičavost. Godine
1953. francuska je žandarmerija započela s vježbama za primjenu helikoptera
Hiller. Vježbe su uspješno završene dvije godine kasnije, nakon čega je nastala
posebna helikopterska jedinica francuske žandarmerije.
Tijekom 19 55. godine, osim u Francuskoj, stvorena je i posebna helikopterska
jedinica njemačke granične policije, a britanska vlada je potpisala dugoročni
ugovor s British European Airways Helicopters o nabavci helikoptera za policiju.
Od šezdesetih godina 20. stoljeća primjena helikoptera proširila se u mnogim
policijama svijeta na svih šest kontinenata.
18
conducted in other localities.
Even an MP in the English Parliament asked the Minister of the Interior
whether they are considering using helicopters to study traffic flows in
London. The answer he received was that the police believed that the
ability to use it under certain circumstances may be very useful, but the
Minister doubted it could be useful for this particular purpose.”
Fortunately, the days to come erased the Minister’s doubts. In 1953, the
French gendarmerie launched exercises for using the Hiller helicopter.
The exercises were successfully completed two years later, after which a
special helicopter unit of the French gendarmerie was established.
In addition to France, the year 1955 also saw the formation of a special
helicopter unit within the German border police, while the British
Government signed a long-term contract with British European Airways
Helicopters for supplying police helicopters.
Since the 1960s, many police departments on all six continents have
begun to use helicopters.
 POVIJEST ZRAKOPLOVNE JEDINICE
MUP-a REPUBLIKE HRVATSKE
Helikopteri u hrvatskoj policiji

THE HISTORY OF THE AVIATION UNIT

OF THE MINISTRY OF THE INTERIOR OF THE
REPUBLIC OF CROATIA
Helicopters in the Croatian Police

19
 Bivša država, Jugoslavija, helikopte- The former Yugoslavia primarily
re je kupovala prije svega za potrebe purchased its helicopters for the
Jugoslavenske narodne armije, ali i za purposes of the Yugoslav National Army,
druge organizacije i poduzeća. Kako but also for other organizations and
helikopteri Agusta Bell 47G i 47J nisu enterprises. As the Agusta Bell 47G and
zadovoljili potrebe JNA, točnije Rat- 47J failed to satisfy the needs of the
nog vazduhoplovstva i Protuvazdušne YNA, more precisely the Air Force and
obrane, predavali su ih dalje na ko- Air Defense Command, they disposed of
rištenje Republičkim sekretarijatima them in favor of Republican Secretariats
unutrašnjih poslova kod kojih su se of the Interior where these helicopters
pokazali kao pun pogodak, posebice proved to be the right solution,
zbog jednostavnosti, jeftinog održava- especially due to their simplicity, cheap
nja i korištenja maintenance and use

Helikopterska jedinica RSUP-a SR Hrvatske je od osnutka 1967. godine
u svom sastavu imala tri helikoptera AB 47J i AB 47J-2A, koji su se po
licenci radili u talijanskoj tvornici Construzioni Aeronautiche Giovanni
Agusta (skraćeno Agusta).
Helikoptersku skupinu predvodio je zapovjednik Branko Šulek i na
njezinom se čelu nalazio punih osamnaest godina. Kao dan osnutka
Helikopterske jedinice MUP-a smatra se 26. svibnja 1967. godine kad je
obavljen prvi let, a radilo se o prijevozu ondašnjeg republičkog sekretara
unutarnjih poslova Mate Krpana iz Zagreba u Rijeku. O tom prvom letu
nema drugih dokumenata osim rukom pisanog svjedočanstva Branka
Šuleka.
Nabavljeni helikopteri Agusta Bell AB 47J, registracija YU-HAG, YU-HAO
i YU-HAM, bili su dobra polazna osnova za kasniji razvitak jer, kako će se
20
Since its establishment in 1967, the Helicopter Unit of the Republican
Secretariat of the Interior of SR Croatia used three AB 47J and AB 47J-
2A helicopters produced under license at the Italian factory Construzioni
Aeronautiche Giovanni Agusta (Agusta).
The helicopter group was led by Commander Branko Šulek for eighteen
years. The recognized date of establishment of the Helicopter Unit of the
Ministry of the Interior is 26 May 1967 when the first flight was completed,
namely the transport of the then Republican Secretary of the Interior
Mate Krpan from Zagreb to Rijeka. No documents about this first flight
are available other than a handwritten testimony of Branko Šulek.
The purchased Agusta Bell AB 47J helicopters with registration codes
YU-HAG, YU-HAO and YU-HAM represented a solid base for further
development because, as demonstrated later, many complex police
pokazati, mnoge složene policijske zadaće ne bi bilo moguće izvršiti bez
njihove pomoći.
Osim spomenutih, u tadašnjoj su SR Hrvatskoj letjela još najmanje dva
helikoptera tipa Agusta AB 47G-4, registracija YU-HAI i YU-HAJ, i jedan
AB 47J, registracije YU-HAL, koji je prije toga bio u vlasništvu RSUP-a
Srbije. Prva dva helikoptera letjela su za Poljoprivrednu avijaciju Osijek.
Model AB 47G-4, registracije YU-HAJ, povremeno se iznajmljivao za
policijske potrebe. Posljednji od navedenih, danas je izložen u stalnom
postavu Tehničkog muzeja u Zagrebu.
Posljednji let helikopterom s klipnim motorom AB 47J za potrebe RSUP-a
SR Hrvatske obavljen je 17. veljače 1977. godine.
Tek nabavkom prvog helikoptera s turbomotorom 1973. godine širi se
njihova uporaba. Nabavljaju se helikopteri istog američko-kanadskog
proizvođača Bell i njegovog licencnog europskog partnera talijanske
tvrtke Augusta Bell.
Tadašnja helikopterska jedinica nije imala svoj natkriveni i zatvoreni
prostor za držanje letjelica već je za tu svrhu od osnutka do 1979. godine
helikoptere držala u hangaru Aerokluba Zagreb, a od 1979. godine
smješta ih u vlastitom novoizgrađenom hangaru.
Iako su planovi za njegovo proširenje postojali i prije početka rata,
hangar je dograđen i produžen za četiri metra tek 1999. godine pa danas
s poslovnim prostorima, prostorima za odmor i održavanje tjelesne
kondicije i skladištem pričuvnih dijelova, čini jednu cjelinu.
Pravilnikom o uporabi helikoptera određeni su poslovi i zadaće ove
jedinice, mahom poslovi policijskog djelovanja, ali leti se i za medicinske i
gospodarske potrebe.
Od policijskih poslova spomenimo one klasične: nadzor prometa i
državne granice na kopnu i moru, nadzor pomorskog prometa i izlova
ribe, prijevoz opreme i pripadnika specijalne policije na prostor djelovanja
i pomoć zemaljskim jedinicama policije u intervencijama.
U tzv. medicinske svrhe leti se kad je potrebno hitno prevesti teško
oboljelog pacijenta ili ljudski organ za transplataciju bolesniku u kritičnom
stanju ili kad se zbog nepristupačnosti mjesta nesreće unesrećenog
ne može brzo i sigurno prevesti na drugačiji način. U spomenutim
okolnostima najvažniji čimbenik je vrijeme.
U gospodarske svrhe helikopterima se obavlja prijevoz ljudi i tehnike
na područja nepristupačna drugim vozilima, doprema opreme i ljudi na
RTV odašiljače, prijevoz specijalnih tereta, panoramska i druga snimanja
filmova dokumentarnog ili igranog sadržaja ...
Helikopteri koje je koristila hrvatska policija bili su upisani, i nekad i
danas, u civilni registar letjelica i nosili su civilne registarske brojeve. U
vrijeme bivše države Jugoslavije oznaka se sastojala od međunarodne
missions could not have been accomplished without their help.
In addition to these helicopters, at least two more Agusta AB 47G-4
helicopters with the registration codes YU-HAI and YU-HAJ and an AB
47J with the registration code YU-HAL, formerly owned by the Republican
Secretariat of the Interior of Serbia, flew in the former SR Croatia. The
first two helicopters flew for the Osijek Agricultural Aviation Unit. The
AB 47G-4 model with the registration code YU-HAJ was occasionally
leased for police purposes. The last one of these helicopters is presently
exhibited as part of the permanent layout in the Technical Museum in
Zagreb.
The last flight of a piston engine AB 47J was completed for the purposes
of the Republican Secretariat of the Interior of SR Croatia on 17 February
1977.
They did not become widely used before the first turboshaft engine
helicopter was purchased in 1973. They purchased helicopters made by
the same U.S.-Canadian manufacturer Bell and its European licensee,
Augusta Bell of Italy.
The former Helicopter Unit did not have its own roofed and confined
space for keeping aircraft, but kept them in the hangar of the Zagreb
Aeroclub between its establishment date and 1979, and then placed them
it its own newly built hangar.
Although it was planned to be enlarged even before the war, the hangar
was expanded and its length was increased by as much as four meters
in 1999, presently making a single unit with the associated business, rest
and fitness areas and a spare part warehouse.
The Helicopter Usage Rules define the activities and tasks of this unit,
including police work, but also flying for medical and business purposes.
Conventional police work includes: traffic and marine and land state
border monitoring, maritime traffic and fishing monitoring, transport
of equipment and special police forces to their areas of action and
assistance to police ground units during interventions.
Flights are taken for medical purposes if a severely ill patient needs to be
urgently transported or a human organ for transplantation needs to be
urgently delivered to a critical patient, or in case the inaccessibility of an
accident site prevents quick and safe transport of the victims in any other
way. The crucial factor in such circumstances is time.
Helicopters are used for business purposes to transport people and
equipment to areas inaccessible to other vehicle, to transport equipment
and people to radio and television transmitters, to transport special
cargo, for panoramic and other shooting for documentary or feature
films…
The helicopters used by the Croatian Police have always been registered
21
 1.
1. Izgradnja hangara na aerodromu Lučko, 1. 6. 1968.g. (iz arhive
Jaroslava Hufa)
2. Oštećenja na hangaru nastala nakon raketiranja baze
Zrakoplovne jedinice, 1991. g. (iz arhive Ivana Šimića)
3. Današnji izgled hangara na aerodromu Lučko
(snimio Hrvoje Jelinić)
4. plakat povodom obilježavanja Dana Zrakoplovne jedinice 2003.
(snimio Mario Grlić)
5. Zajednička fotografija umirovljenih i aktivnih djelatnika
Zrakoplovne jedinice i MUP-a 2002. (iz arhive Ivana Šimića)
6. Rukom pisana potvrda Branka Šuleka o prvom obavljenom letu
za potrebe MUP-a RH
22
1. Construction of the hangar at Lučko Airport, photographed
on 1 June 1968 (from the archives of Jaroslav Huf)
2. Damage to the hangar as a result of a missile attack on the
Aviation Unit Base in Lučko, photographed in 1991 (from the
archives of Ivan Šimić).
3. The present appearance of the hangar at the Aviation Unit
Base in Lučko (photographed by Hrvoje Jelinić)
4. A poster marking the Aviation Unit Day, photographed in
2003 (photographed by Mario Grlić)
5. Retired and active employees of the Aviation Unit and the
Ministry of the Interior photographed together in 2002 (from
the archives of Ivan Šimić)
6. Branko Šulek’s handwritten certificate of the first flight
completed for the purposes of the Ministry of the Interior
2. 3. 4.

5. 6.

23
 oznake YU za Jugoslaviju i tri slova, od kojih je prvo slovo bilo H, a
značilo je „helikopter“. Nakon odluke Hrvatskog sabora o samostalnosti
Hrvatske, zrakoplovne vlasti su samoinicijativno odlučile da sve letjelice
u hrvatskom registru dobiju novi prefiks “RC“ umjesto prijašnjeg „YU“.
Na žalost, sve oznake od RA do RF već je zakupila Rusija, a Hrvatska
je oznaku RC trebala od njih otkupiti, što je procijenjeno preskupim
zahvatom. Oznaka HR pripada Hondurasu, pa kad je u siječnju 1992.
godine međunarodna zajednica priznala Hrvatsku kao samostalnu državu,
naši helikopteri dobili su međunarodnu oznaku „9A“, dok su tri slova
ostala.
Od ljeta 1990. godine naziv Helikopterska grupa mijenja se u naziv
Helikopterska jedinica. Bilo je to vrijeme kad su se preko noći uvriježeni
i prihvaćeni nazivi željeli zamijeniti „hrvatskijim“ pa se za helikopter
predlagao naziv „zrakomlat“ i „vertolet“ (rusizam). Srećom nijedan nije
prihvaćen. Kasnije je riječ „helikopterska“ zamijenjena lijepom hrvatskom
riječju „zrakoplovna“, koja u potpunosti nije odražavala vrstu jedinice,
jer je šira po sadržaju od riječi „helikopter“. Ona obuhvaća sve tehničke
naprave koje lete zrakom – zrakoplove, helikoptere, balone, zmajeve, a
tada je Zrakoplovna jedinica u svom sastavu imala samo helikoptere.
Ipak, dobro je odgovarala u trenutku kad su u njezinom sastavu bili i
vatrogasni zrakoplovi.
Zrakoplovna jedinica u Domovinskom ratu
U kolovozu 1990. godine, tri mjeseca nakon prvih slobodnih i
demokratskih izbora u Republici Hrvatskoj, započeli su prvi otvoreni
sukobi srpskog stanovništva i legitimnih policijskih snaga Republike
Hrvatske. Na širem ličkom području i području sjeverne Dalmacije,
pretežno srpsko stanovništvo uz potporu odmetnutih lokalnih policijskih
snaga i u sprezi s Jugoslavenskom narodnom armijom, postupno
osvaja pojedine policijske zgrade i provodi blokadu prometnica. Time je
započela tzv. balvan revolucija - oružana pobuna srpskog stanovništva
protiv demokratski izabrane vlasti u Hrvatskoj.
Vrhunac događaja zbio se 17. kolovoza 1990. godine na dan provedbe
tzv. referenduma o srpskoj autonomiji. Toga dana zabilježena su masovna
okupljanja građana u mjestima s većinskim srpskim stanovništvom,
a organizirano su napadnute policijske postaje u Gračacu, Obrovcu,
Benkovcu, Korenici i Donjem Lapcu, uz istodobno blokiranje svih
prometnih smjerova u tom području. Prometnice su zapriječene
balvanima, a uz hrvatske građane, maltretirani su i šikanirani i turisti s
obzirom da je turistička sezona bila u punom jeku. Iz okružene policijske
24
in the civil registry of aircraft and features civil registration numbers.
In the former Yugoslavia, their registration code consisted of YU for
Yugoslavia and three letter, the first one being H for helicopter. After
the Croatian Parliament declared Croatia’s independence, the aviation
authorities autonomously decided to assign the RC prefix to all aircraft
in the Croatian registry instead of the former prefix YU. Unfortunately, all
designations from RA to RF had already been reserved by Russia and
Croatia was to purchase the RC designation from them, which was found
to be too costly. The HR designation belongs to Honduras, so when the
international community recognized Croatia as an independent state, our
helicopters were assigned the international designation 9A and the three
letters remained.
As of the summer of 1990, the name Helicopter Group changed its
name to Helicopter Unit. It was a time when efforts were made to
replace customary and accepted terms by more Croatian terms, so they
suggested naming the helicopter zrakomlat or vertolet (from Russian).
Fortunately, none of them were accepted. Later, the word Helicopter was
replaced by the word Aviation, which fully reflected the type of the unit
because its meaning is broader than the word Helicopter. It includes all
flying technical devices – airplanes, helicopters, balloons and kites, but
the Aviation Unit only used helicopters at the time. However, it was quite
suitable at the time the Unit included firefighting airplanes.
The Aviation Unit in the Homeland War
In August of 1990, three months before the first free and democratic
elections in the Republic of Croatia, the first open conflicts began
between the Serbian population and the legitimate police forces of the
Republic of Croatia. In the greater region of Lika and Northern Dalmatia,
populated mainly by ethnic Serbs supported by renegade police force
and cooperating with the Yugoslav National Army, gradually conquered
certain police building and blocked roads. This was the beginning of the
so-called Log Revolution – an armed rebellion of ethnic Serbs against the
democratically elected government of Croatia.
The events culminated on 17 August 1990 on the date of the so-called
Serbian Autonomy Referendum. That day saw massive gathering of
citizens in towns with predominant Serbian population, organized attacks
were carried out on the police stations in Gračac, Obrovac, Benkovac,
Korenica and Donji Lapac and all transport routes in the area were
blocked. Roads were blocked by logs, citizens of the Republic of Croatia
postaje u Gračacu, ispred koje pobunjeno srpsko stanovništvo zahtijeva
predaju policije
Primitkom pozivai oružja
premauGračacu
svoje ruke,
iz Zagreba
stiže poziv
su za
poletjela
pomoć. tri helikoptera
Zrakoplovne jedinice specijalne policije Agusta-Bell 212, registarske
oznake YU-HBM, Agusta-Bell 206 B JetRanger II, registarske oznake
YU-HBC i Bell-206 B JetRanger III, registarske oznake YU-HCG. U njima
je bilo osamnaest pripadnika specijalne jedinice policije, kojima je zadaća
bila osigurati zgradu policijske postaje i ponovno uvesti red i mir. Osim
što su slijedile učestale prijetnje putem radioveze, JNA je tražila da se
helikopteri vrate u Zagreb. Kako su prijetnje u smislu presretanja, pa
i rušenja, postajale sve ozbiljnije, helikopteri su bili prisiljeni sletjeti na
ogulinsko nogometno igralište. Iako se često spominjala prijetnja rušenja
helikoptera lovačkim zrakoplovima stacioniranim u bihaćkoj zračnoj luci,
lovci MiG-21 toga dana nisu poletjeli već su s trećeg stupnja, posade
stavljene u drugi stupanj pripravnosti.
Spomenuto zbivanje imalo je više političko i promidžbeno značenje nego
što bi helikopterski desant s tri helikoptera i 18 specijalaca u takvim
okolnostima mogao biti djelotvoran. Na sreću, toga dana nitko među
hrvatskim policajcima nije nastradao, a svi su se helikopteri vratili na
polazno uzletište u Zagreb. Iako su spomenuti helikopteri bili iz sastava
policijskih snaga, bili su prvi koji su rabljeni u nakani da zaštite hrvatske
nacionalne interese. Ovaj događaj neslužbeno se uzimao kao Dan
Zrakoplovne jedinice MUP-a RH.
Tijekom 1991. godine helikopterima Zrakoplovne jedinice u nekoliko se
navrata prevozio predsjednik države Franjo Tuđman, prvi predsjednik
suverene i samostalne država Hrvatske, i članovi hrvatske Vlade, pružana
je logistička potpora te se prevozilo streljivo i oprema braniteljima, a
ranjenici iz napadnutih hrvatskih gradova prevozili su se u zagrebačke
bolnice.
Ozbiljan napad neprijateljskih zrakoplova na zračnu luku u Lučkom
u kojoj je bila i baza Helikopterske jedinice MUP-a i Hrvatske vojske
zbio se 17. rujna 1991. godine. Toga dana u 16,50 sati tri zrakoplova
MIG bombardirala su uzletište Lučko kod Zagreba, a potom aerodrom
Pribislavec kod Čakovca, uzletište kod Varaždina te polje kod sela
Jalžabet. Cilj bombardiranja bio je uništiti sve letjelice policije, Hrvatske
vojske i poljoprivredne avijacije. U bombardiranju je nastala veća
materijalna šteta na zgradama. Raketa zrak-zemlja „Luna 7“ za koji je
metar promašila hangar, na kojem su razbijeni prozori i izbačena vrata
iz ležišta, ali kako nije uništen, hangar se relativno brzo mogao obnoviti
i staviti u funkciju. Srećom, letjelice su neposredno prije napada bile
were abused and harassed, but also tourists as the tourist season was
at its peak at the time. A call for help came from the surrounded police
station in Gračac where Serb rebels demanded that the police surrender
and lay down their weapons.
After receiving the call, three helicopters of the Special Police Aviation
Unit (an Agusta-Bell 212 with the registration code YU-HBM, an Agusta-
Bell 206 B JetRanger II with the registration code YU-HBC and a Bell-206
B JetRanger III with the registration code YU-HCG) flew from Zagreb
toward Gračac. They carried eighteen members of the Intervention Unit
who were given the task of securing the police station building and
reestablishing order and peace. In addition to frequent threats received
over the radio, the YNA demanded that the helicopters return to Zagreb.
As these threats of interception and even shooting down became more
and more serious, the helicopters were forced to land on a football field
in Ogulin. Despite frequent threats of shooting the helicopters down using
fighter airplanes stationed at Bihać Airport, no MIG-21 fighter took off that
day – instead, the crews switched from third degree readiness to second
degree readiness.
The political and promotional effect of these events was greater than a
potential helicopter raid with three helicopters and 18 members of the
special forces. Unfortunately, none of the Croatian police officers were
hurt that day and all helicopters returned to their takeoff site in Zagreb.
Although these helicopters belonged to the police forces, they were
the first ones to be used for the purpose of protecting Croatian national
interests. This event was informally referred to as the Day of the Aviation
Unit of the Ministry of the Interior of the helicopter.
On several occasions during 1991, Aviation Unit’s helicopters were used
to transport President Franjo Tuđman, the first president of the sovereign
and independent state of Croatia, provide logistic support and transport
ammunition and equipment to defenders, while the wounded from
Croatian towns under attack were transported to hospitals in Zagreb.
A serious attack by enemy aircraft on Lučko Airport where the Helicopter
Unit of the Ministry of the Interior and Croatian Army were based
occurred on 17 September 1991. That day at 4:50 p.m., three MIGs
bombed the airfield in Lučko near Zagreb, and then Pribislavec Airport
near Čakovec, an airfield near Varaždin, and a field near the village
of Jalžabet. This bombing aimed to destroy all police, Croatian Army
and agricultural aircraft. The bombing caused substantial damage to
buildings. A Luna 7 air-to-surface missile missed the hangar by a few
meters, breaking its windows and removing its door, but failed to destroy
25
 Desno: Djelatnici Zrakoplovne
jedinice u maskirnim, svijetloplavim i
narančastim odorama, 1991.- 1993.g.
(iz arhive Damira Horvata)

Dolje desno: zlatna značka

Zrakoplovne jedinice

Sljedeća stranica: prelet helikoptera

iznad Policijske akademije povodom
obilježavanja Dana policije 1994. g.
Na čelu AB 212 9A-HBM, drugi red
lijevo Bell 206B 9A-HBZ, desno Bell
206B 9A-HDB, treći red lijevo Mi-8
9A-HAC, desno 9A-HAD
(iz arhive Muzeja policije)

Right: Employees of the Aviation

Unit in camouflage, light blue and
orange uniforms, 1991-1993 (from the
archives of Damir Horvat)

Wings with a Croatian coat of arms in

gilded metal as an additional sign for
air force members

Next page: A helicopter flight over

the Police Academy marking the
Police Day in 1993. Leading the
formation is an AB 212 9A-HBM, in
the second row on the left is a Bell
206B 9A-HBZ, on the right is a Bell
206B 9A-HDB, in the third row on the
left is a Mi-8 9A-HAC, on the right is
a 9A-HAD (from the archives of the
Police Museum)

26
27
 razmještene na drugim lokacijama po Zagrebu pa nisu nastradale.
Tijekom 1992. godini nastavlja se s istim aktivnostima, a zbog preustroja
MUP-a Helikopterska jedinica pripaja se Sektoru specijalne policije čijim
je dijelom ostala do danas. Jedina je izmjena u tomu što otad nosi naziv
Zrakoplovna jedinica.
Unatoč potpisanom primirju u Sarajevu u siječnju 1992. godine, srpski
agresor nije prestajao s ratnim operacijama i iznenadnim topničkim
napadima na hrvatske položaje pod nadzorom UNPROFOR-a. Kako
se rat nastavio, nametnula se potreba za nabavkom namjenskih vojnih
helikoptera. Prvi tip helikoptera koji je Hrvatska uspjela nabaviti bio je
transportni helikopter Mi-8. Sredinom prosinca 1992. godine u riječkoj
zračnoj luci pojavila su se četiri helikoptera Mi-8 MTV-1 sa starim
oznakama Aeroflota. Nedugo potom, 13. prosinca preletjeli su u Lučko,
gdje su im se pridružila još dva Mi-8T slovačke aviokompanije Slov-Air.
Tri od tih šest helikoptera predano je na uporabu Zrakoplovnoj jedinici
MUP-a. Dva helikoptera bila su namijenjena za operativno korištenje, a
jedan je preuređen u tzv. salonski tip letjelice za prijevoz Predsjednika
Republike Hrvatske.
Policijski i vojni helikopteri Mi-8 nisu nosili naoružanje i isključivo su se
rabili za prijevoz ljudi i materijala te za izvlačenje i prijevoz ranjenika.
Veliku ulogu tijekom Domovinskog rata Zrakoplovna jedinica imala je u
sklopu oslobodilačke akcije „Maslenica“. Akcija je pripremljena još 1992.
godine, jer je političko i vojno rukovodstvo već tada znalo da se samo
vojnim putem može spriječiti dijeljenje Hrvatske na dva dijela.
O letjelicama, pilotima i mehaničarima Zrakoplovne jedinice izravno
su ovisile postrojbe na terenu, jer su ih opskrbljivale hranom, donosile
medicinske potrepštine i osoblje (kirurške ekipe za hitne intervencije koje
su bile raspoređene na Velebitu i koje su se mijenjale svakih sedam dana).
Zračna komponenta cijele akcije „Maslenica“, vertikalni manevar, bio je
izuzetno bitan i bez njega akcija ne bi bila tako uspješna kao što je bila.
Unatoč malom broju helikoptera prvi izviđači spušteni su na vrijeme na
dogovorene lokacije. Tek su kasnije pristigla dva teška helikoptera Mi-8
MTV-1 kao pojačanje.
Lukovo Šugarje bilo je polazište. Tamo su bili smješteni helikopteri i
opskrba gorivom. Lukovo Šugarje bilo je i mjesto smjene specijalaca, jer
je na temperaturi od minus 25ºC bilo nemoguće izdržati na terenu više od
deset do petnaest dana.
Nekoliko dana nakon dolaska u Lukovo Šugarje u akciji spašavanja teškog
ranjenika doslovce s prve crte bojišnice, srpski su odmetnici otvorili vatru
i pogodili helikopter AB 212, ali nisu ga srušili. Posada helikoptera digla
28
it, so the hangar could be relatively quickly reconstructed and put into
service. Fortunately, the aircraft were deployed to other locations in
Zagreb immediately before the attack, so there was no damage to them.
The same activities continued in 1992, but the Helicopter Unit was
merged into the Special Police Sector as a result of the reorganization of
the Ministry of the Interior, where it remained to date. The only change
was that it has been called the Aviation Unit since that time.
Despite the truce signed in Sarajevo in 1992, the Serbian aggressor did
not cease to undertake war operations and sudden artillery attacks on
Croatian positions supervised by UNPROFOR. As the war continued,
a need arose to procure special-purpose military helicopters. The first
helicopter type Croatia was able to procure was an Mi-8 transport
helicopter. In mid-December of 1992, four Mi-8 MTV-1 helicopters
appeared at Rijeka Airport, featuring old Aeroflot designations. Shortly
after this, on 13 December, they flew to Lučko where they were joined
by two more Mi-8T helicopters from the Slovak airline Slov-Air. Three
of these six helicopters were made available to the Aviation Unit of the
Ministry of the Interior. Two helicopters were intended for operations and
one was converted into a so-called salon aircraft for transporting the
President of the Republic of Croatia.
The Mi-8 police and military helicopters did not carry any weapons
and were used exclusively for transporting people and supplies and for
rescuing and transporting the wounded.
The Aviation Unit played a major role during the Homeland War within
the Maslenica liberation operation. The operation was prepared back in
1992 because the senior political and military officials were aware that the
splitting of Croatia in half could only be prevented by military action.
The forces in the battlefield directly depended on the aircraft, pilots and
mechanics of the Aviation Unit because they supplied them with food
and necessary medical supplies and brought in staff (emergency surgical
teams that were deployed to Velebit and changed every seven days).
The air component of the entire Maslenica operation, a vertical maneuver,
was crucial and the operation would not have been as successful without
it. Despite a lack of helicopters, the helicopters dropped off the first recon
forces at predefined locations, with backup arriving later in the form of
two heavy MI-8 MTV-1 helicopters.
Lukovo Šugarje was the starting point. The helicopters were kept and
refueled there. Lukovo Šugarje was also the place where special forces
exchanged duty because it was impossible to endure temperatures of
minus 25ºC in the field for more than ten to fifteen days.
je jednog ranjenika, ali helikopter je pogođen kad se spustio da pokupi
drugoga. Bio je sumrak i loša vidljivost, a glavni rotor helikoptera zapeo je
o drvo, pri čemu je jako oštećen. Iako je helikopter bio ozbiljno oštećen,
posada je pristala odletjeti prema Zagrebu u matičnu bazu Lučko.
Tehnička služba prvo je morala popraviti oštećenja na helikopteru, jer
bez toga nije mogao nastaviti let. Helikopter je doslovce bio „zalijepljen“.
Bila je to suluda odluka, ali je motivacija da se pomogne ljudima na zemlji
bila jača. I uspjelo je. Zbog iskazane nesebične hrabrosti Zrakoplovnu
jedinicu, zapovjednika helikoptera Julijana Matejčića i posadu, koja je
sudjelovala u spašavanju, pohvalio je ministar unutarnjih poslova, a pilotu-
vođi zrakoplova naknadno je dodijeljena Godišnja nagrada MUP-a.
Teren na Velebitu kraški je i teško prohodan, ispresijecan malim
udolinama strmih stranā, liticama i vrtačama. Od Starigrada do svojih
položaja na Velebitu, specijalcima je s punom ratnom opremom trebalo
najmanje šest sati hoda. Mjesta za slijetanje helikoptera u vrtačama i na
liticama, zbog malih dimenzija i prepreka na prilaznoj i odlaznoj ravni,
bila su opasna i nepogodna za slijetanje i polijetanje praznog helikoptera,
ali se uz velik rizik s opterećenim helikopterom i u težim vremenskim
uvjetima dovozila logistika i na taj način nastojao olakšati petnaestodnevni
boravak pripadnicima specijalnih jedinica na položajima. Često se
letjelo na krajnjim granicama mogućnosti i izdržljivosti strojeva. Unatoč
buri iznad dopuštenih ograničenja za stroj, kroz oblake i uz padaline s
minimalnom vidljivošću – samo na temelju poznavanja terena, a ljeti uz
veoma visoke temperature (+55 °C u kabini), piloti helikoptera svjesno
su riskirali, jer je bilo potrebno. Na taj je način stvoreno povjerenje kod
zemaljskih snaga specijalne policije na Velebitu, znajući da će piloti letjeti
ako postoji i najmanja mogućnost, što ih je uvjerilo da se vodi briga o
njima i imalo je veliki psihološki značaj, toliki da je čak zvuk helikoptera
bio važniji od logistike koja im je dovezena.
Tijekom akcije „Poskok 2“ sve letjelice iz sastava Zrakoplovne jedinice
u smjenskom sustavu rada sudjelovale su u logističkoj potpori iz baze u
Lukovom Šugarju.
U vojnoredarstvenoj akciji „Bljesak“ helikopterom AB 212 9A-HBM
prevezen je u Zagreb jedan teško ozlijeđeni hrvatski vojnik iz Garešnice.
Posada koja je sudjelovala u tom spašavanju naknadno je odlikovana
medaljom „Bljesak“.
U pripremi vojnoredarstvene akcije „Oluja“ u kolovozu 1995. godine
neposredno su sudjelovale posade helikoptera Mi-8 MTV-1, pružajući iz
A few days after arriving in Lukovo Šugarje, while rescuing a seriously
injured soldier from the very frontline, Serbian rebels open fire and hit the
AB 212 Helicopter Unit, but failed to shoot it down. The helicopter crew
lifted one wounded person, but the helicopter was hit when it descended
to pick up another one. It was dusk time and visibility was very poor,
so the main rotor was stuck to a tree and incurred extensive damage.
Although the helicopter was seriously damaged, the crew agreed to fly
to Zagreb to their home base in Lučko. The Technical Department first
needed to repair the damage caused to the helicopter because it would
otherwise have been unable to continue its flight. The helicopter was
literally glued together. It was an insane decision, but the motivation to
help people on the ground prevailed. And it worked. The Aviation Unit,
the helicopter’s Commander Julijan Matejčić and the crew involved in the
rescue mission were commended for their selfless bravery by the Minister
of the Interior and the leading pilot was later presented the Annual Award
of the Ministry of the Interior.
Velebit features difficultly passable karst landscapes, crisscrossed
with small valleys with steep sides, cliffs and sinkholes. Special forces
need to walk from Starigrad for at least six hours loaded with full
military equipment to reach their positions on Velebit. Because of their
small dimensions and obstacles on the landing and takeoff plains, the
helicopter landing sites in sinkholes and on cliffs were dangerous and
unfit for the landing and taking off of empty helicopters, but logistic
support was shipped in on fully loaded helicopters at a great risk,
even in bad weather, thus aiming to make it easier for special forces to
spend fifteen days in their positions. The abilities and endurance of the
machines were often tested to the very limit. Despite bora winds blowing
at rates above the limit set for the machines, through clouds and rain
with minimum visibility, based only on familiarity with the terrain, with
high temperatures in summertime (+55 °C in the cabin), the helicopter
pilots knowingly took the risk because it was necessary at the time.
This created trust among the special police ground troops on Velebit
who knew the pilots would fly if there is even the slightest possibility,
which convinced them they were being taken care of and had a great
psychological effect, so great that hearing the sound of a helicopter was
even more important than the logistic support brought to them.
During Operation Poskok 2 all Aviation Unit’s aircraft provided logistic
support in shifts from their base in Lukovo Šugarje.
During the Bljesak military and police operation, the AB 212 9A-HBM
helicopter was used to transport to Zagreb a seriously injured Croatian
29
30
Kape i stolna
zastavica sa
oznakama
Zrakoplovne jedinice
(iz arhiva Muzeja
policije)

Caps and a table

flag with Aviation
unit insignia (Police
museum archives)

31
 baze u Lukovu Šugarju logističku potporu postrojbama specijalne policije
na budućim smjerovima napada na Velebitu.
U tijeku provedbe vojnoredarstvene akcije „Oluja“ u potporu akcije bili
su uključeni svi helikopteri Zrakoplovne jedinice s osnovnom zadaćom
dopremanja ratnog materijala, te izvlačenja ranjenih i ozlijeđenih pripadnika
specijalne policije. Za sudjelovanje u ovoj oslobodilačkoj akciji dvadeset
pripadnika postrojbe odlikovano je medaljom „Oluja“.
Od siječnja 1993. do 15. kolovoza 1995. godine helikopterima Hrvatskog ratnog
zrakoplovstva i Zrakoplovne jedinice MUP-a ostvareno je 12 89 9 letova - 2542
sata i 45 minuta. Dnevno je prevezeno 3872 kg tereta, za što bi bilo potrebno
129 konja na dan (x2), uz pretpostavku da nose po 30 kg i odmaraju se jedan
dan.
Zrakoplovna jedinica je od kolovoza 19 9 4. do kolovoza 19 9 5. imala 6644 leta -
1089 sati i 50 minuta leta. U tom razdoblju prevezla je 26 182 osobe i 1633 tone
tereta. Svaka od dviju posada helikoptera Mi-8 MTV-1 u godinu dana „naletjela“
je nešto više od 500 sati, što je više nego dvostruko sati letenja od američkih
pilota, koji lete oko 240 sati na godinu.
U Domovinskom ratu Zrakoplovna jedinica nije imala poginulih ni ranjenih
djelatnika.
Tijekom Domovinskog rata Hrvatska je ostala bez protupožarne zaštite iz zraka
i svoja četiri protupožarna zrakoplova tipa kanader CL-215 koje je rekviriralo
Jugoslavensko ratno vazduhoplovstvo. Kao privremeno rješenje unajmljena
su dva kanadera CL-215 iz Kanade, a početkom lipnja 1995. godine stižu dva
kupljena rabljena kanadera CL-215. Dobili su civilne registracijske oznake
9 A-CAB i 9 A-CAC. Kako je u to vrijeme vatrogastvo bilo u sklopu Ministarstva
unutarnjih poslova, kanaderi su bili upisani u civilni registar, dok su piloti i
tehničko osoblje bili pripadnici Zrakoplovne protupožarne skupine Hrvatskog
ratnog zrakoplovstva osnovane 10. travnja 1994. godine. Zbog lakšeg
raspoznavanja u letu, na prednji dio trupa dodani su veliki eskadrilni brojevi
„22“ i „33“.
32
soldier from Garešnica. The crew involved in the rescue mission was later
decorated by the Bljesak Medal.
The crews of the Mi-8 MTV-1 helicopter were directly involved in the
preparation of the Oluja military and police operation in August of 1995,
providing logistic support from their base in Lukovo Šugarje to special
police troops on their future attack routes on Velebit.
All helicopters of the Aviation Unit were involved in supporting the Oluja
military and police operation with the basic task of flying in ware supplies
and rescuing wounded and injured members of the special police.
Twenty members of the Unit were decorated by the Oluja Medal for their
participation in this liberation operation.
Between January of 1993 and 15 August 1005, the helicopters of the
Croatian Air Force and the Aviation Unit of the Ministry of the Interior
completed 12 899 flights – 2542 hours and 45 minutes. 3872 kg of cargo
per day was transported, which would require 129 horses per day (x2),
assuming each horse carries 30 kg and rests for one day.
Between August of 1994 and August of 1995, the Aviation Unit completed
6644 flights - 1089 hours and 50 minutes of flying. During the period, they
transported 26 182 persons and 1633 tons of cargo. During this one year
period, each of the two Mi-8 MTV-1 crews completed a little over 500
hours, which is more than double the flight time completed by U.S. pilots
who fly around 240 hours per year.
No members of the Aviation Unit were killed or injured during the
Homeland War.
During the Homeland War, Croatia lost its air firefighting support and four
of its Canadair CL-215 firefighting aircraft, which were requisitioned by the
Yugoslav Air Force. As a temporary solution, they leased two Canadair
CL-215 aircraft from Canada and then purchased two used Canadair
CL-215 aircraft, which arrived in early June of 1995. They were assigned
the civil registration codes 9A-CAB and 9A-CAC. As the Ministry of the
Interior was in charge of firefighting activities at the time, the Canadair
aircraft were registered in the civil registry, while the pilots and technical
staff were members of the air firefighting group of the Croatian Air Force
established on 10 April 1994. To facilitate inflight identification, large
squadron numbers 22 and 33 were added on the front of the fuselage.
In late 2001, the present 855th Fire Squadron was organized and
received these two aircraft from the Ministry of the Interior. After being
transferred to the military registry, the Canadair aircraft were assigned
registry numbers 822 and 833. A more modern CL-415 aircraft was later
purchased and also provided to the Croatian Air Force.
U mirnodopskim uvjetima
Nakon Domovinskog rata, u mirnodopskim su se uvjetima kod nekih
letjelica pojavile teškoće eksploatacijske naravi. Prije svega, to se
odnosilo na neiskoristivost jedinog preostalog helikoptera Mi-8 zbog
malih potreba za njegovim korištenjem, dok su se jednomotorni
helikopteri Bell 206B našli pod ograničenjima Međunarodne organizacije
civilnog zrakoplovstva (ICAO). Naime, od 1. siječnja 1999. godine na
području zemalja koje pokriva ICAO, a čija je potpisnica i Republika
Hrvatska, jednomotornim helikopterima više nije bilo dopušteno letenje
iznad naseljenih mjesta. Drugim riječima, posade letjelica više nisu smjele
letjeti najkraćim smjerom, već obilaznim smjerovima i smjele su slijetati
samo na registriranim aerodromima i helidromima. Iako se ova zabrana
nije odnosila na policijske helikoptere u vrijeme obavljanja policijskih
zadaća, zbog opće sigurnosti bilo je uputno ova ograničenja uzeti u obzir
kod nabavke novih helikoptera.
U akciji nadzora prometa u turističkoj sezoni „Turs“, uočeno je kako su
ti helikopteri postali dvojbene sigurnosti, jer se zbog mogućnosti otkaza
nekih komponenti, jednomotorne letjelice ne smiju udaljavati od obale.
Naime, plovci za slijetanje na vodu, kojima su opremljeni, pouzdani su
samo na potpuno mirnoj vodi. Čak i kod malih valova neminovno bi došlo
do prevrtanja i potonuća helikoptera.
Nakon rata Zrakoplovna jedinica Specijalne policije posvetila se obavljanju
poslova koje je radila u mirnodopskom razdoblju. Kako se u jedinici koriste
helikopteri zapadnih proizvođača i piloti se obučavaju u inozemstvu. Pripadnici
jedinice stalno se osposobljavaju za zajedničko djelovanje s pripadnicima
Antiterorističke jedinice Lučko - desantiranja i spašavanja te rješavanje otmica
i talačkih situacija na kopnenim i plovnim objektima, što je dio taktičke obuke
za specijalističke zadaće koje jedinica obavlja. Tome valja pridodati i potrebe za
medicinsko-humanitarnim i komercijalnim letovima.
Ulaskom Hrvatske u Europsku uniju i zbog zadaća koje se odnose na
schengenski sustav upravljanja granicom nametnula se potreba za
osuvremenjivanjem flote letjelica. Njemački stručnjaci za izobrazbu pilota
primijetili su da naši piloti imaju visoku razinu obrazovanja, zavidno letačko
iskustvo, da su otvoreni za nove tehnologije i radoznali, ali da s postojećom
flotom i njezinom opremom neće moći obavljati zadaće koje pred njih postavlja
schengenski sustav upravljanja granicom.
Zrakoplovna jedinica obnovljena je 2014. godine kupnjom dvaju
helikoptera EC 135 P2+ iz sredstava Nacionalnog programa sigurnosti
cestovnog prometa Republike Hrvatske, što je njezino prvo pomlađivanje
In peacetime
In the peacetime following the Homeland War, difficulties arose in some
of the aircraft with respect to their exploitation. This primarily related to
uselessness of the only remaining Mi-8 helicopters because it seldom
needed to be used, while the single engine Bell 206B helicopters
fell under the restrictions imposed by the International Civil Aviation
Organization (ICAO). As of 1 January 1999, single engine helicopters
were no longer allowed to fly over settled areas in ICAO member states,
including the Republic of Croatia. This meant that aircraft crews were no
longer allowed to take the shortest fly routes, but needed to fly around
and were only allowed to land on registered airports and heliports.
Although this prohibition did not apply to police helicopters performing
police work, it was recommendable to take these restrictions into account
when purchasing new helicopters for general safety reasons.
It was found during the Turs traffic monitoring campaign during the tourist
season that the safety of these helicopters has become questionable
because single engine aircraft were not allowed to fly away from the
coast due to the possibility that their components fail. The landing floats
featured on these helicopters are only reliable on completely still water.
Even in case of very small waves, a helicopter would inevitably turn over
and sink.
After the war, the Special Police Aviation Unit committed to performing
its peacetime tasks. As the Unit uses helicopters made by western
manufacturers, pilots are trained abroad. Unit members are constantly
trained for joint action with members of the Lučko Antiterrorist Unit
for parachute air raids and rescue mission, as well as for resolving
kidnapping and hostage situations on land and water objects, which is
part of tactical training for special missions undertaken by this unit. It
is also involved in medical/humanitarian and commercial flights where
necessary.
As a result of Croatia’s accession to the European Union and the tasks
relating to the Schengen border management system, the aircraft fleet
needed to be modernized. German pilot training experts found our
pilots to have a very high level of education, notable flying experience,
that they were open to new technologies and curious, but would not be
able to perform the tasks assigned to them under the Schengen border
management system with the present fleet and its equipment.
The Aviation Unit was renewed in 2014 by purchasing two EC 135 P2+
helicopters funded by the National Program for Road Traffic Safety,
for the first time in thirty years. This is not where it stops – new Agusta
33
 Grb sa zastave Zrakoplovne jedinice Stari znak Helikopterske jedinice
The crest on the Aviation unit flag The former Helicopter Unit sign

34
 Sadašnji znak Zrakoplovne jedinice sa svečane odore Sadašnji znak Zrakoplovne jedinice sa radne odore
The present Aviation Unit sign worn on ceremonial uniforms The present Aviation Unit sign worn on uniforms

35
 nakon tridesetak godina. I tu se neće stati jer slijedi kupovina novih
helikoptera Agusta Westland AW 139, a najavljuje se i kupovina
zrakoplova za nadzor državne granice na moru.
Održavanje helikoptera
Kako bi helikopterski let bio siguran, osim pilota važan je i sposoban
tehničar, koji će letjelicu pripremiti i osigurati joj siguran let i sigurno
prizemljenje.
U počecima djelovanja jedinice servisiranje klipnih helikoptera
obavljalo se u Servisu lake avijacije u Beogradu, a od 1974. godine u
vlastitoj radionici. Zahtjevni radovi za koje naši zrakoplovni tehničari
nisu bili ovlašteni obavljali su se u servisu Motorflug Baden-Baden, a
kasnije u servisu H+S Bristow u Redhillu kraj Londona. Jasno je kako
međunarodna suradnja Zrakoplovne jedinice ima svoju dugu povijest koja
se na različitim razinama nastavila do današnjih dana.
Da bi mogao dobiti dozvolu za obavljanje posla, svaki mladi tehničar
mora proći posebno osposobljavanje. Takav način rada uobičajen je i u
svijetu, a obučavaju se i stariji i iskusniji kako bi dobili dopunske licence,
obnovili znanje i bili u tijeku s novom tehnologijom. Školovanje hrvatskih
kadrova obavlja se u EASA Part 147 organizacijama za osposobljavanje
osoblja za održavanje zrakoplova. Takve su organizacije obično u sustavu
proizvođača zrakoplova u inozemstvu, a školovanje provode certificirani
instruktori s potrebnim ovlastima. Neposredno nakon završetka uspješno
završene preobuke, koja se sastoji od teoretskog dijela i praktičnog
rada na helikopteru, odnosno njegovim sustavima i komponentama,
slijedi izdavanje certifikata te upisivanje tipa helikoptera za koji je
završena preobuka u EASA Part 66. Riječ je o dozvoli za održavanje
zrakoplova, koja daje ovlasti za obavljanje i potvrđivanje određenih
poslova održavanja zrakoplova ovisno o kategoriji dozvole i tipu/skupini
zrakoplova. Part 66 dozvole izdaju se u skladu s propisima Europske unije
i priznate su u svim državama članicama.
Neovisno o dojmu koji helikopter odaje svojim izgledom, da bi bio u
savršenom stanju potrebno je obavljati i periodične kontrole – svakih tri ili
šest mjeseci. „Životni“ vijek helikoptera i pojedinih komponenti do jedne
od glavnih inspekcija je otprilike tisuću sati, ovisno o tipu helikoptera, a
redovite se kontrole obavljaju poslije svakih 25, 50, 100 sati. Zrakoplovni
tehničar obavlja nadzor i ovjeru izvršenih radova na zrakoplovnoj tehnici
ZIM (zrakoplov i motor) ili IRE (instrumenti, radio i elektro). Ovlašten je za
radove i određene radnje na jednomotornim ili dvomotornim helikopterima
tijekom održavanja na zemlji, shodno ovlastima upisanim u dozvoli za
36
Westland AW 139 will be purchased and the purchase of an aircraft for
monitoring the marine state border has been announced.
Helicopter maintenance
In addition to the pilot, a capable technician who will prepare the aircraft
and ensure that it flies and lands safely is also important for safe flying.
At the beginning of Unit’s activities, piston engine helicopters were
maintained by the Light Aviation Workshop in Belgrade, and later,
since 1974, in its own workshop. Demanding services that our aviation
technicians were not authorized to performed were performed at the
Motorflug workshop in Baden-Baden, and later at H+S Bristow in Redhill
near London. It is clear that Aviation Unit’s international cooperation has
a long history, which continues on different levels.
To be licensed, each young technician needs to undergo special
training. This working method is customary around the world, while
older and more experienced technicians are additionally trained to
obtain supplementary licenses, refresh their knowledge and keep up
with new technologies. Croatian staff are trained in EASA Part 147
aircraft maintenance staff training organizations, which are normally
part of foreign aircraft manufacturers and such training is provided by
licensed and duly authorized instructors. Immediately after successfully
completing training, which includes the theoretical part and the practical
part involving working on helicopters and its components and systems,
a certificate is issued and the helicopter type for which training was
completed is registered in EASA Part 66. This is an aircraft maintenance
licenses that confers authorities for performing and certifying certain
aircraft maintenance activities depending on the license category and
the aircraft type/group. Part 66 licenses are issued in accordance with
the relevant regulations of the European Union and are recognized in all
member states.
Irrespective of the outward impression of a helicopter, bringing it to a
perfect condition requires periodical checks, after three and six months.
The lifecycle of a helicopter and its components until a major inspection
is about one thousand hours, depending on the type of the helicopter,
and regular checks are performed after every 25, 50 and 100 hours. An
aviation technician monitors and certifies the work performed on aviation
equipment for aircraft and engine or for instrumentation, radio and
electric. He is authorized to perform work and certain actions on single
or twin engine helicopters during ground maintenance in accordance
with the authorities registered in the license to practice. He also performs
rad. Obavlja i poslove člana posade helikoptera propisane Uputom o
eksploataciji zrakoplova i Operativnim priručnikom Zrakoplovne jedinice
kada to zadaće zahtijevaju.
Ovisno o tipu i namjeni zrakoplova, zrakoplovni tehničar može biti i
dodatno osposobljen za poslove zrakoplovnog tehničara/letača, kao i za
rad s opremom za posebne namjene, primjerice dizalicom za spašavanje
(engl. Rescue Hoist Operator), naprijed usmjerenim infracrvenim
elektrooptičkim motrilačkim sustavom tzv. FLIR i NVG, reflektorom za
pretraživanje terena tijekom noćnog leta, kukom (prilikom traganja i
spašavanja), za rad s podvjesnim teretom i za obavljanje drugih poslova
u skladu s Operativnim priručnikom Zrakoplovne jedinice i Priručnikom
standardnih operativnih procedura Zrakoplovne jedinice.
U Knjigu održavanja unose se podaci o spremnosti helikoptera za let. Te
podatke potpisuje ovlašteni mehaničar, a bez tog potpisa pilot nije dužan letjeti.
Nakon obavljenog pregleda ili preventivnih radova na helikopteru, zrakoplovni
tehničar leti s pilotom u probnom ili tehničkom letu.
Sve oko helikoptera ozbiljan je i složen posao koji zahtijeva vrhunsko znanje i
iskustvo osoba koje ga obavljaju, a tehničari su vrhunac naše kontrole, znanja
i iskustva. Uzajamno povjerenje, dobra komunikacija i primjereni odnosi u
postrojbi izuzetno su važni, što se doista i osjeća na svakom postupku.
Odore i oznake pripadnosti Zrakoplovne jedinice
U prvih dvadesetak godina rada Helikopterske skupine ne nalazimo
podatke da su njezini pripadnici – piloti/mehaničari – nosili posebne
odore. Iz sačuvanih fotografija vidimo ih najčešće u civilnoj odjeći ili u
odorama pilota i mehaničara kakve su se nosile u JNA, odakle je dobar
dio njih i došao pa se nameće zaključak kako nije bila propisana posebna
odora.
Iznimno se na jednoj fotografiji helikopterske posade snimljenoj u krugu
Srednje policijske škole u Svetošimunskoj ulici u Zagrebu vidi pokušaj
uvođenja posebne svečane odore. Na fotografiji su pilot Branko Šulek
i dva člana posade u odorama preuzetim od ondašnje zrakoplovne
kompanije JAT, koje su doradili pa tako pilot nosi četiri trake na rukavima,
a kopiloti tri. Inače, inženjeri leta nosili su dvije trake.
the duties of a helicopter crew member as prescribed by the Aircraft
Exploitation Instruction and the Operating Manual of the aircraft where
necessary for a mission.
Depending on the type and intended purpose of an aircraft, an
aviation technician may be additionally trained for acting as an aviation
technician/flyer, as well as for working with special-purpose equipment,
for example as a rescue hoist operator, for FLIR and NVG, the nighttime
search reflector, the hook (for search and rescue missions), working with
hanging cargo and for performing other activities in accordance with the
Operating Manual of the Aviation Unit and the SOP Manual of the Aviation
Unit.
Data concerning a helicopter’s readiness for flying are registered in the
Maintenance Registry. This data is entered by an authorized mechanic
and no pilot is required to fly without his signature. After completing an
inspection or preventive work on a helicopter, the aviation technician will
take a test flight or technical flight together with the pilot.
Everything concerning a helicopter is serious and complex work requiring
of the persons performing it excellent knowledge and experience, the
technicians being crucial in terms of control, knowledge and experience.
Mutual trust, good communication and appropriate relationships are of
great importance, which is really felt in all activities.
Uniforms and insignia of the Aviation Unit
As regards the first twenty years of Helicopter Group’s operation, we
found no information indicating that its members (pilots/mechanics) wore
any special uniforms. The photographs preserved normally show them
in civilian clothes or in YNA pilot and mechanic uniforms, seeing as most
of them came from the YNA, which indicates that no special uniform was
required.
As an exception, an attempt of introducing a special formal uniform is
presented in the photograph of a helicopter crew in the Secondary Police
School on Svetošimunska Street in Zagreb. The photograph shows pilot
Branko Šulek and two crew members wearing uniforms of the former
airline JAT, with four stripes on the sleeves for the pilot and three for the
copilots (the flight engineers had two stripes).
In the early 1990s, orange uniforms were introduced because of flying
over the sea, to facilitate discovering a pilot in case a helicopter crashes
into the sea. The orange color is easily noticeable and is also justified in
case of rescue mission, but was found to be inconvenient and dangerous
in ware conditions – the pilots were easily detected by enemy shooters on
37
 Početkom devedesetih godina prošlog stoljeća uvedene su narančaste
odore zbog letenja nad morem i lakšeg uočavanja pilota u slučaju
pada helikoptera u more. Narančasta boja je lako uočljiva i ima svoju
opravdanost u slučaju spašavanja, ali se u ratnim uvjetima pokazala
nepraktičnom i opasnom - piloti su bili lako uočljivi neprijateljskim
strijelcima sa zemlje pa su takve odore zamijenjene onim u maskirnim
bojama.
Kad je jedinica postala sastavnim dijelom specijalne policije uvedene su
odore maslinasto-zelene boje, identične onima za pripadnike specijalne
policije. I osnovne oznake pripadnika Zrakoplovne jedinice su kao i
pripadnika specijalne jedince: na lijevom rukavu okrugli znak specijalne
policije, na desnom znak u obliku amfore s mačem i dvije munje, na lijevoj
strani prsa traka s natpisom „Specijalna jedinica policije“.
Kao posebne razlikovne oznake njezini pripadnici nose na desnoj strani
prsa znak krila s hrvatskim grbom, a na lijevoj strani prsa, ispod džepa,
okrugli znak koji je osmislio Mladen Veselić nakon postrojavanja Zbora
narodne garde u Kranjčevićevoj ulici u Zagrebu 1991. godine. Mladen
Veselić je u to vrijeme bio zapovjednik Helikopterske jedinice i prema
njegovom kazivanju znak je osmislio prema uzoru na oznake britanskog
ratnog zrakoplovstva. U središnjem dijelu okruglog znaka promjera 9
cm je obris helikoptera, a iznad njega hrvatska zastava i hrvatski grb. U
gornjem dijelu znaka je tekst: MINISTARSTVO UNUTARNJIH POSLOVA, a
u donjem dijelu: HELIKOPTERSKA JEDINICA. Kasnije je u donjem dijelu
znaka umjesto prvog teksta upisano ZRAKOPLOVNA JEDINICA.
Zrakoplovna jedinica ima i svoju zastavu koja je osmišljena prema uzoru
na zastave drugih jedinica iz sastava specijalne policije ili njihovih
udruga. Zastava je dimenzija 100x200 cm, crne je boje i opšivena je
pozamenterijskim resama. U središnjem dijelu je grb Zrakoplovne
jedinice, različit od posebne oznake koju na odorama nose njezini
pripadnici. Izgledom i upisanim tekstom „Zrakoplovna jedinica specijalne
policije MUP-a RH Lučko“ ističe se njezina povezanost sa specijalnom
policijom.
38
the ground, so these uniforms were replaced by camouflage uniforms.
When the Unit became part of the special police forces, they introduced
olive-drab uniforms (the same as those worn by the special police). The
basic insignia of the Aviation Unit is also the same as that of the special
unit: a round special police sign on the left sleeve, a sign of an amphora
with a sword and two lightning on the right sleeve, and a stripe with a
“Special Police Unit” sign on the left side of the chest.
As special distinguishing features, Unit members wear a sign of a wing
with a Croatian coat of arms on the right side of the chest and a round
sign on the left side of the chest below the pocket, designed by Mladen
Veselić after the Croatian National Guard lineup on Kranjčevićeva Street
in Zagreb in 1991. At the time, Mladen Veselić was the commander of the
Helicopter Unit and claims to have designed the sign after the insignia of
the Royal Air Force. The central part of the round sign, 9 cm in diameter,
features contours of a helicopter, with a Croatian flag and coat of arms
above it. The upper part of the sign contains the following text: MINISTRY
OF THE INTERIOR, whereas the lower part contained the following
text: HELICOPTER UNIT. The text in the lower part of the sign was later
replaced by AVIATION UNIT.
The Aviation Unit also has its flag designed after the flags of other
special police units or their associations. The dimensions of the flag
are 100 x 200 cm, it is black and features decorative fringe. The central
part contains the coat of arms of the aircraft, which is different than the
special sign appearing on its members’ uniforms. Its appearance and the
words “Lučko Special Police Aviation Unit of the Ministry of the Interior of
the Republic of Croatia” emphasize its association with the special police.
AGUSTA / BELL
47J RANGER
39
40
Nakon Drugog svjetskog rata na osno-
vi modela 30, kompanija Bell Textron
Inc. započela je s proizvodnjom heli-
koptera pod oznakom Bell 47.
Usporedo s civilnim modelom, koji je bio prvi helikopter registriran za
uporabu u civilnom zrakoplovstvu, 8. ožujka 1946. godine razvija se i
vojna inačica koja prvi let ostvaruje 1948. godine i dobiva naziv H-13
Sioux. Vojna i civilna inačica izvana se uopće nisu razlikovale.
Za vojne potrebe američka ga je vojska prvi put koristila u Korejskom ratu
pedesetih godina prošlog stoljeća. Ovaj je tip helikoptera postavio još
neke rekorde, među kojima jest i podatak da je jedan od Bellova 47 bio
prvi helikopter koji je preletio alpski masiv.
Godine 1952. talijanska kompanija Agusta iz Samarate otkupila je prava
za proizvodnju helikoptera ovog tipa, koji se potom proizvodio pod
imenom Agusta Bell. Osim u Italiji, proizvodio se u tvornicama u Japanu i
Velikoj Britaniji.
Godine 1957. dva su helikoptera za prijevoz ljudi kupile američke zračne
snage (USAF). Bili su to prvi helikopteri koji su prevozili američkog
predsjednika, što govori o izvrsnosti te letjelice. I televizijska postaja
KTLA iz Los Angelesa 1958. godine prvi je put u svijetu ovim tipom
helikoptera izvela let za potrebe snimanja televizijskih vijesti.
After World War 2, Bell Textron Inc.
began to manufacture its Bell 47
helicopters based on model 30
Parallel with the civil model, which was the first helicopter registered for use
in civil aviation, on 8 March 19 46 they also developed a military version, which
took its first flight in 19 48 and was named H-13 Sioux. There were absolutely no
differences between the exteriors of the military and civil versions.
The U.S. Army first used it for military purposes in the Korean War in the 1950s.
This type of helicopter set some other records as well, including the fact that a
Bell 47 was the first helicopter ever to fly over the Alpine massif.
In 19 52, the Italian company Agusta of Samarata purchased the rights to make
this type of helicopter, which was then manufactured under the name of Agusta
Bell. In addition to Italy, it was manufactured in factories in Japan and the UK.
In 1957, two helicopters were purchased by the US Air Force (USAF) for
transporting people. These were the first helicopters to transport the U.S.
President, which confirms the excellence of the aircraft. The KTLA television
station of Los Angeles took the first flight in the world using this helicopter for
the purpose of filming their TV news in 1958.
Between 19 46 and 19 74, over 5600 aircraft of this model were made, including
in addition to Bell’s own production aircraft made under license in Agusta, Italy,
41
 Od 1946. do 1974. godine proizvedeno je više od 5600 letjelica ovog
modela, u što se osim proizvodnje u kompaniji Bell ubrajaju i letjelice
rađene po licenci u tvornicama Agusta u Italiji, Kawasaki u Japanu i
Westland u Velikoj Britaniji. Tijekom tri desetljeća proizvodnje izveden je u
različitim inačicama i oznakama tipova.
Bell 47G i njegove inačice te vojna inačica H-13 prepoznatljivi su po kabini
od prozirnog pleksiglasa (lexan) u obliku balona i repne grede rešetkaste
konstrukcije. J modeli su poboljšana inačica G modela i imali su
zatvorenu kabinu za pilota i putnike u obliku polubalona pa je repna greda
dobi metalnu oplatu. Ovom je modelu svojstveno sjedište pilota, centralno
smješteno ispred stražnje klupe na kojoj mogu sjediti tri do četiri putnika.
Sa svog sjedišta pilot ima nesmetani pogled od 180º.
Danas se u letačkim školama još koriste mnogi primjerci ovog helikoptera
za osnovnu poduku pilota.
42
Kawasaka, Japan, and Westland, UK. Over the three decades of production, it
was made in different versions and with different nomenclatures.
The Bell 47G and its versions, and the military version H-13 are distinctive for
their cabin made of transparent Plexiglas (Lexan) in the shape of a balloon and
a grilled tail boom. The J models were improved versions of the G model with
a closed pilot and passenger cabins in the shape of a semi-balloon, so the tail
boom was provided with metal plating. What is typical for this model is the
pilot seat located centrally in front of the rear seats that accommodate three to
four people. The pilot seat provided an unobstructed 180º view.
Many of these helicopters are still used in flying schools for basic pilot training.
Punjenje helikoptera
gorivom na aerodromu
Grobnik (iz arhive
Jaroslava Hufa)
43
 AGUSTA AB 47J, YU-HAG

Helikopter se od 1961. godine vodi u jugoslavenskom registru u vlasništvu
zemunskog poduzeća Elektroistok (Srbija). Nakon šest mjeseci uporabe, doživio
je nesreću u kojoj je teško oštećen, a zbog nedostatka novca na popravak se
čekalo dvije godine. Helikopterska jedinica RSUP-a SR Hrvatske ga je otkupila
1968. godine i u njezinom je sastavu bio do 17. veljače 1977. godine. Ova
letjelica posljednja je letjelica s klipnim motorom koja je letjela u sastavu HJ
RSUP-a Hrvatske.
Kako u to doba milicija nije imala vlastiti hangar, helikopteri su bili
smješteni u hangaru Aerokluba Zagreb koji je svoje prostore imao na
aerodromu Lučko koji je tako postao baza i Helikopterske jedinice
RSUP-a SR Hrvatske. Ovaj, kao i druga dva helikoptera ovog tipa
održavani su i remontirani u Servisu lake avijacije iz Beograda zato što
Helikopterska jedinica nije imala svoje prostore. YU-HAG je jedini klipni
helikopter RSUP-a Hrvatske koji je doživio odlazak „u mirovinu“. Nakon
posljednjeg leta početkom 1977. godine, helikopter je 13. srpnja 1977.
godine predan na korištenje Visokoj zrakoplovnoj školi iz Zagreba.
The helicopter was registered in the Yugoslav registry as property of
Elektroistok of Zemun (Serbia). After being used for six months, it had an
accident in which it was seriously damaged and, due to a lack of funds, it was
repaired after two years. The Helicopter Unit of the Republican Secretariat of
the Interior of SR Croatia purchased it in 19 68 and kept it until 17 February 19 77.
This aircraft was the last piston engine aircraft used by the Helicopter Unit of
the Republican Secretariat of the Interior of Croatia. As the militia did not have
its own hangar at the time, they kept their helicopters in the hangar of Aeroclub
Zagreb, which had its premises at Lučko Airport near Zagreb. This airport
also became the base of the Helicopter Unit of the Republican Secretariat
of the Interior of SR Croatia. This helicopter and two other helicopters were
maintained and overhauled at the Light Aviation Workshop in Belgrade because
the Helicopter Unit did not have its own premises. The YU-HAG was the only
piston engine helicopter of the Republican Secretariat of the Interior of Croatia
that lived to see its retirement. After its last flight in 1977, the helicopter was
made available to the High Aviation School in Zagreb on 13 July 1977.

Tehničke značajke Technical characteristics

Posada: pilot Proizvođač: Construzioni Crew: 1 pilot Manufacturer: Construzioni

Broj putnika: 3
Dužina: 9,87 m
Promjer rotora: 11,33 m
Visina: 2,83 m
Težina (prazan): 831 kg
Težina (pun): 1293 kg
Motor: 1 Lycoming VO-435-A1B,
klipni motor 164 kW/ 220KS
Maksimalna brzina: oko 169 km/h
Brzina krstarenja: 146 km/h
Dolet: oko 415 km
Plafon leta: oko 3000 m
Aeronautiche Giovanni Agusta (skr.
Agusta)
Zemlja podrijetla: Italija
Proizvođačeva oznaka zrakoplova:
Agusta AB 47J
Registarska oznaka: YU - HAG
Serijski broj: 1149
Stranica 39: YU-HAG obojan u bijelo-plavu
shemu. Na vratima je natpis MILICIJA, a na
repu velika oznaka registracije, Beograd,
1.9.1974. (iz arhive Jaroslava Hufa),
Number of passengers: 3
Length: 9.87 m
Rotor diameter: 11.33 m
Height: 2.83 m
Empty weight: 831 kg
Gross weight: 1293 kg
Engine: 1 Lycoming VO-435-A1B,
piston engine 164 kW/ 220 HP
Maximum speed: approx. 169 km/h
Cruising speed: 146 km/h
Range: approx. 415 km
Maximum altitude: approx. 3000 m
Aeronautiche Giovanni Agusta
(Agusta)
Country of origin: Italy
Manufacturer’s identification:
Agusta AB 47J
Registration code: YU - HAG
Serial number: 1149
Stranica 39: YU-HAG obojan u bijelo-plavu
shemu. Na vratima je natpis MILICIJA, a na
repu velika oznaka registracije, Beograd,
1.9.1974. (iz arhive Jaroslava Hufa),

44
45
46
 Stranica 40:. Ista bijelo-plava shema
bojanja. Uz helikopter stoje pilot Vlado
Nikolić, mehaničar JAT-a-Laka avijacija
Dušan Torbica, inž Petar Grkčević RSUP
SRH, mehaničar JAT-a-Laka avijacija
Slobodan (nepoznato prezime), Beograd,
1. 9. 1974.g. (iz arhive Jaroslava Hufa)

Lijevo: vjerojatno zrakoplovni mehaničar,

prometni policajac, pilot Mladen Šulek,
Aerodrom Grobnik oko 1972. (iz arhive
Jaroslava Hufa)
Lijevo dolje: Mladen Šulek za komandama
helikoptera, prometni policajac uz
prozor, aerodrom Grobnik. Vidljivo je
da je helikopter obojan u plavu boju. Na
bokovima kabine je natpis MILICIJA, na
trupu jugoslavenska zastava, a po cijeloj
dužini se proteže bijela traka (iz arhive
Jaroslava Hufa),

Stranica 40:. Ista bijelo-plava shema bojanja. Uz

helikopter stoje pilot Vlado Nikolić, mehaničar
JAT-a-Laka avijacija Dušan Torbica, inž Petar
Grkčević RSUP SRH, mehaničar JAT-a-Laka
avijacija Slobodan (nepoznato prezime),
Beograd, 1.9 .19 74.g. (iz arhive Jaroslava Hufa)

Lijevo: uz helikopter stoje NN osoba,

vjerojatno zrakoplovni mehaničar, NN
prometni policajac, pilot Mladen Šulek,
aerodrom Grobnik (iz arhive Jaroslava Hufa)
Lijevo dolje: Mladen Šulek za komandama
helikoptera, NN prometni policajac uz prozor,
aerodrom Grobnik. Vidljivo je da je helikopter
obojan u plavu boju. Na bokovima kabine
je natpis MILICIJA, na trupu jugoslavenska
zastava, a po cijeloj dužini se proteže bijela
traka (iz arhive Jaroslava Hufa),

47
 AGUSTA AB 47J-2A, YU-HAM

Riječ je o prvom u sastavu, a stoga i najvažnijem helikopteru u povijesti
Zrakoplovne jedinice MUP-a RH. Proizveden je 1965. godine i iste je godine
izvezen u tadašnju Jugoslaviju za potrebe Jugoslavenske narodne armije. JNA
ga predaje/prodaje RSUP-u Hrvatske, gdje dobiva registraciju YU-HAM. Svoj
prvi let, na relaciji od Lučkog do aerodroma Grobnik kraj Rijeke, ima 26. svibnja
19 67. godine. Vozio ga je prvi zapovjednik Helikopterske jedinice Branko Šulek,
a prevozio je Matu Krpana, republičkog sekretara unutarnjih poslova.
YU-HAM je izgubljen 1974. godine u nesreći u Istri. Helikopter je vozio pilot
Vlado Nikolić. Tijekom leta otkazao je motor i letjelica je pala na zemlju.
Helikopteru su uništene elise, skije i motor. Oštećeni motor nije se isplatilo
popravljati pa je helikopter otpisan i izbrisan iz Registra civilnog zrakoplovstva
za 1980. godinu.
This is the most important helicopter in the history of the Aviation Unit of
the Ministry of the Interior of the Republic of Croatia because it was the first
helicopter ever used by it. It was manufactured and exported to Yugoslavia
for the Yugoslav National Army. The YNA delivered/resold it to the Republican
Secretariat of the Interior of Croatia where it was assigned its registration code
YU-HAM. On 26 May 1967, it completed its forst flight between Lučko and
Grobnik Airport near Rijeka. It was flown by Branko Šulek, the first commander
of the Helicopter Unit, and was used to transport Mate Krpan, Republican
Secretary of the Interior.
The YU-HAM was lost in 19 74 in an accident in Istria. The helicopter was flown
by pilot Vlado Nikolić. During the flight, the engine failed and the aircraft hit the
ground. Its propellers, skids and engine were destroyed. It did not pay to repair
the damaged engine, so the helicopter was decommissioned and stricken from
the Civil Aviation registry for 1980.

Tehničke značajke: Technical characteristics:

Posada: pilot Proizvođač: Construzioni Crew: 1 pilot Manufacturer: Construzioni

Broj putnika: 3
Dužina: 9,87 m
Promjer rotora: 11,33 m
Visina: 2,83 m
Težina (prazan): 831 kg
Težina (pun): 1338 kg
Motor: 1 Lycoming VO-540-B1B3
klipni motor 194 kW/ 260 KS
Maksimalna brzina: oko 169 km/h
Brzina krstarenja: 146 km/h
Dolet: oko 415 km
Plafon leta: oko 3350 m
Aeronautiche Giovanni Agusta (skr.
Agusta)
Zemlja podrijetla: Italija
Proizvođačeva oznaka zrakoplova:
Agusta AB 47J-2A
Registarska oznaka: YU - HAM
Serijski broj: 2092
Str 43: U nadzoru prometa u suradnji
s prometnom policijom, Zagreb 1971.
(iz arhive Muzeja policije)
Number of passengers: 3
Length: 9.87 m
Rotor diameter: 11.33 m
Height: 2.83 m
Empty weight: 831 kg
Gross weight: 1338 kg
Engine: 1 Lycoming VO-540-B1B3
piston engine 194 kW/ 260 HP
Maximum speed: approx. 169 km/h
Cruising speed: 146 km/h
Range: approx. 415 km
Maximum altitude: approx. 3350 m
Aeronautiche Giovanni Agusta
(Agusta)
Country of origin: Italy
Manufacturer’s identification:
Agusta AB 47J-2A
Registration code: YU - HAM
Serial number: 2092
Page 43: During traffic monitoring in
cooperation with the traffic police,
photographed in Zagreb, 1971
(from the archives of the Police
Museum).

48
49
50
Lijevo: polijetanje na aerodromu Lučko, 1970. g. (iz arhive Jaroslava Hufa)
Gore: Naslovnica letačkog priručnika za helikopter Agusta Bell 47J-2A. Rukom je
prekriženo 2A, a na vrhu je označeno da se priručnik odnosi na helikopter YU-HAM (iz
arhive Hrvoja Jelinića)
Gore desno: Stranica iz Priručnika za pilota za helikopter YU-HAM, 1971. g. (iz arhive
Hrvoja Jelinića)
Left: Takeoff from Lučko Airport, photographed in 1970
(from the archives of Jaroslav Huf)
Next: The cover page of the Agusta Bell 47J-2A Manual. 2A was stricken by hand and it
is indicated on the top that the manual pertains to the YU-HAM helicopter (from the
archives of Hrvoje Jelinić).
Up: A page from the Pilot Manual for the YU-HAM helicopter, photographed in
1971(from the archives of Hrvoja Jelinića)
51
 AGUSTA AB 47J-2, YU-HAO

Helikopter je registriran 1971. godine i dobio je registraciju YU-HAO.
Letio je za Republički sekretarijat unutrašnjih poslova SR Hrvatske oko
godinu dana. Prilikom slijetanja u krugu splitske bolnice na Firulama
helikopter je pao 1972. godine. Toga kobnoga dana helikopter je vozio
pilot Jozo Krnić koji je u nesreći lakše ozlijeđen.
Zbog oštećenja, helikopter je otpisan.
The helicopter was registered in 1971 under the registration code YU-HAO.
It flew for the Republican Secretariat of the Interior of SR Croatia for about one
year. The helicopter crashed while landing at the Firule hospital in Split. That
unfortunate day, the helicopter was operated by Jozo Krnić who sustained mild
injuries as a result of the accident.
The helicopter was decommissioned due to the damage.

Tehničke značajke: Technical characteristics:

Posada: pilot Proizvođač: Construzioni Crew: 1 pilot Manufacturer: Construzioni

Broj putnika: 3
Dužina: 9,87 m
Promjer rotora: 11,33 m
Visina: 2,83 m
Težina (prazan): 831 kg
Težina (pun): 1338 kg
Motor: 1 Lycoming VO-540-B1B
klipni motor 179 kW/ 240 KS
Maksimalna brzina: oko 169 km/h
Brzina krstarenja: 146 km/h
Dolet: oko 415 km
Plafon leta: oko 3350 m
Aeronautiche Giovanni Agusta (skr.
Agusta)
Zemlja podrijetla: Italija
Proizvođačeva oznaka zrakoplova:
Agusta AB 47J-2
Registarska oznaka: YU - HAO
Serijski broj: nepoznat
Desno: helikopter nakon pada u Split
u krugu bolnice Firule, 1972., pogled
na repni dio helikoptera te kabinu na
sljedećoj stranici (iz arhive Jaroslava
Hufa)
Number of passengers: 3
Length: 9.87 m
Rotor diameter: 11.33 m
Height: 2.83 m
Empty weight: 831 kg
Gross weight: 1338 kg
Engine: 1 Lycoming VO-540-B1B3
piston engine 194 kW/ 260 HP
Maximum speed: approx. 169 km/h
Cruising speed: 146 km/h
Range: approx. 415 km
Maximum altitude: approx. 3350 m
Aeronautiche Giovanni Agusta
(Agusta)
Country of origin: Italy
Manufacturer’s identification:
Agusta AB 47J-2
Registration code: YU - HAO
Serial number: unknown
A helicopter after crashing in the
Firule Hospital in Split in 1972 – a
view of the tail section and view of
the cabin (page 48) and rotor head
on the next page (from the archives
of Jaroslav Huf).

52
53
54
 AGUSTA
AB 206B Jet Ranger II
55
 Bell 206 Jet Ranger jedan je od najpo-
pularnijih američkih višenamjenskih
helikoptera proizvedenih u više od
1700 različitih inačica za civilnu i vojnu
uporabu
Počeci proizvodnje datiraju iz 1961. godine kada je američka vojska
raspisala natječaj za novi helikopter za izviđanje. Među prijavljenim
proizvođačima bio je i Bell, ali je zbog problema s motorom njegova
ponuda odbijena. Slijede poboljšanja i preinake, među inima, i one
estetske naravi, kako bi se helikopter prilagodilo civilnim potrebama.
Predsjednik kompanije Bell Helicopters letjelici je dao ime JetRanger,
čime se željelo naglasiti kako je Bell 206 evolucija popularnog Bell
47J Rangera (Agusta AB 47J). Tim je postupkom pojačao prodajne
potencijale, što se na kraju pretvorilo u veliki komercijalni uspjeh
kompanije.
Civilna prodaja JetRangera počinje 1967. godine i otad je njegov
prepoznatljiv dizajn glatkih linija ostao nepromijenjen. Osnovni model 206
se s vremenom modificirao i tri puta nadograđivao. JetRanger II na tržišt
e stiže 1971. godine.
Serija helikoptera Bell 206 u osnovi je jednomotorni ili dvomotorni
turboosovinski helikopter s dva kraka rotora. U osnovnoj inačici
helikopter, osim za pilota, ima mjesta za još četiri putnika - jednog
putnika ili kopilota u kokpitu i tri putnika u putničkoj kabini. U civilnoj
inačici helikopter se koristio za raznovrsne poslove, a postao je
jedan od poznatijih simbola avijacije. Iz osnovnog modela Bell 206A
JetRangera razvili su se Bell 206B, 206B2 i 206B3, koji imaju jače motore
56
The Bell 206 Jet Ranger is one of the
most popular American multipurpose
helicopters produced in over 1700
different versions for civilian and
military uses
The beginning of its production dates back to 1961 when the US Army
launched a bidding process for a new recon helicopter. Bell was among
the bidders, but its bid was rejected due to engine problems. This was
followed by improvement and modifications, including aesthetic ones, to
adapt the helicopter for civilian needs. The President of Bell Helicopters
named the aircraft JetRanger to emphasize that the Bell 206 was an
evolution of the popular Bell 47J Rangera (Agusta AB 47J). He thereby
enhanced the sales potential, which ultimately resulted in huge success
for the company.
The civilian sales of the JetRanger began in 1967 and its distinctive design
with smooth lines has remained unchanged to date. The basic 206 model was
eventually modified and upgraded three times. The JetRanger II was launched
in 1971.
The Bell 206 series is basically a single-engine or twin-engine turboshaft
helicopter with two rotor blades. In its basic version, this helicopter
accommodates a pilot and four more passengers – one passenger or
copilot in the cockpit and three passengers in the cabin. The civilian
version of the helicopter has been used for all kinds of activities and
has become one of the most prominent symbols of aviation. The basic
Bell 206A JetRanger evolved into Bell 206B, 206B2 and 206B3, with
more powerful engines and more advanced avionics that the basic
i unaprjeđeniju avioniku. Inačica Bell 206B3 od prijašnjih se razlikuje i
nešto duljim repnim rotorom (oko 5 cm) zbog kontrole skretanja. Radi
povećanja broja putnika (s pet na sedam), Bell Helicopters je napravio
produljenu inačicu koja dobiva naziv Bell 206L LongRanger. I taj je
helikopter, kao i osnovna inačica, doživio poboljšanja i nadogradnje.
Kao i kod B inačice helikoptera, i L inačica je svakom nadogradnjom
dobivala brojeve pa tako postoje 206L-1, 206L-3 (L-3+), 206L-4 itd. Svi
navedeni tipovi helikoptera imali su jedan turboosovinski motor. Na osnovi
LongRangera proizveden je Bell 206LT TwinRanger koji je dobio još jedan
turboosovinski motor. Sljedeći iskoraci na razvojnom putu serije Bell
206 bili su helikopteri Bell 407 i Bell 427 s kojima je 2010. godine završio
razvitak ove izrazito uspješne letjelice.
Osim u Bellovoj kanadskoj tvornici u Mirabelu u Quebecu, helikopteri iz serije
Bell 206 licencno su se proizvodili u Italiji u tvornici Costruzioni Aeronautiche
Giovanni Agusta. Kompaniju Agusta S.p.A. osnovao je grof Giovanni Agusta
1910. godine u svrhu proizvodnje motocikala i automobila. Godine 1919.
na sjeveru Italije u mjestu Samarate osnovana je tvrtka kći za održavanje i
proizvodnju zrakoplova. Kompanija se bavila remontom i nadogradnjom
zrakoplova i drugih talijanskih proizvođača, kao što su FIAT, Macchi i Savoia
Marchetti. Nakon Drugog svjetskog rata kompanija započinje licencnom
proizvodnjom helikoptera za talijansku vojsku. Istodobno s licencnom
proizvodnjom tuđih modela, u prvom redu Bella, ali i drugih američkih
kompanija - Sikorsky, Boeing i McDonnell Douglas, tvornica se okušava u
konstruiranju samostalnih projekata. Većina njih nije pretjerano zapažena sve
do projekta Agusta A-109, koji postiže velik komercijalni uspjeh.
Gotovo istodobno kad je Agusta započela projekt A-109 , godine 19 68. započela
je i licencna proizvodnja helikoptera Bell 206 pod svojim imenom Agusta AB
206B.
Do danas se u svijetu proizvelo više od sedam tisuća helikoptera iz
serije Bell 206. Određeni broj helikoptera iz spomenute serije završio je u
Jugoslaviji i samostalnoj Republici Hrvatskoj. Prvi helikopter iz serije 206,
koji je kupila Jugoslavija, bio je iz Agustine tvornice i radilo se o modelu
Agusta AB 206A JetRanger I, a nabavljen je za RSUP SR Makedonije.
Kupljen je 1970. godine, a izgubljen u havariji na Šar planini u Makedoniji
1972. godine. Hrvatska policija kupila je jedan helikopter tipa Agusta AB
206B JetRanger II.
Zanimljivo je istaknuti kako je jugoslavenska policija (milicija) od 1965. godine,
kad je započeo ustroj helikopterskih jedinica, isključivo koristila helikoptere
zapadne proizvodnje, a najviše helikoptere iz proizvodnje kompanije Bell
Textron Helicopters ili licencno proizvedene Bellove helikoptere kompanije
Agusta.
model. What distinguishes the Bell 206B3 version from the previous
versions is that its tail rotor is slightly longer (about 5 cm) for turning
control purposes. In order to increase the number of passengers (from
five to seven), Bell Helicopters je made a longer version named Bell
206L LongRanger. Like the basic version, this helicopter also underwent
numerous improvements and upgrades. Like the B version, the L version
was assigned a new number after each upgrade: 206L-1, 206L-3 (L-3+),
206L-4, etc. All these helicopter types had a single turboshaft engine.
Based on the LongRanger, they produced the Bell 206LT TwinRanger,
which was given another turboshaft engine. The next step on the
development path of the Bell 206 series were the Bell 407 and Bell 427
helicopters, which ended the development of this highly successful
aircraft in 2010.
In addition to the Bell factory in Mirabel, Canada, the Bell 206 series
helicopters were produced in Italy, in the Costruzioni Aeronautiche
Giovanni Agusta factory. Agusta S.p.A. was established in 1910 by
Count Giovanni Agusta for the purpose of making motorcycles and
cars. In 1919, he established a subsidiary in Samarate in Northern Italy
for manufacturing and maintaining aircraft. The company engaged in
overhauling and upgrading aircraft made by other Italian manufacturers
such as FIAT, Macchi and Savoia Marchetti. After World War 2, the
company began to manufacture its helicopters under license for the
Italian army. While producing other companies’ models under license,
primarily Bell, but also Sikorsky, Boeing and McDonnell Douglas, the
factory decided to try to design its own projects. Most of these projects
never achieved any notable success, until the Agusta A-109 project was
implemented. It was a huge commercial success.
Almost at the same time Agusta launched its A-109 project in 19 68, they began
to make Bell 206 helicopters under license and under their own name: Agusta
AB 206B.
Over seven thousand Bell 206 series helicopters have been produced
worldwide to date. A certain number of helicopters from this series ended
up in Yugoslavia and in the independent Republic of Croatia. The first 206
series helicopter purchased by Yugoslavia came from Agusta’s factory
– it was the Agusta AB 206A JetRanger I, supplied for the Republican
Secretariat of the Interior of SR Macedonia. It was purchased in 1970 and
lost in a crash on the Šar Mountains in Macedonia in 1972. The Croatian
Police has purchased one Agusta AB 206B JetRanger II helicopter.
It is interesting to note that, from 1965 when they began to organized
their helicopter units, the Yugoslav police (militia) exclusively used western
helicopters, mostly those made by Bell Textron Helicopters or Bell helicopters
made under license by Agusta.
57
 AGUSTA AB 206B JetRanger II,
9A-HBC

Prvi i najdulje korišteni helikopter u povijesti hrvatske policije s
turboosovinskim motorom je ova letjelica tvorničkog broja 8333, koja je
31. svibnja 1973. godine iz kruga tvornice Agusta preletjela u tadašnju SR
Hrvatsku, gdje dobiva registraciju YU-HBC.
Helikopter je opremljen niskim skijama i uz njega je kupljena dopunska
oprema. Bili su to plovci na napuhavanje za slijetanje na vodene površine
u slučaju kvara, reflektor koji se mogao postaviti na desni bok helikoptera
te megafoni koji su bili postavljeni s obje strane poklopca motora. Osim
toga, na putničku kabinu s desne strane bila su ugrađena klizna vrata
pogodna za prijevoz unesrećenih osoba (česta primjena). Vrata su bila
izvrsno rješenje jer se nisu morala skidati (klasična vrata se skidaju).
Ovaj je helikopter otpočetka korišten za klasične policijske poslove. Zbog
česte uporabe, helikopter je nekoliko puta bio oštećen. Jednom prilikom
je u Nacionalnom parku kod slapova Krke naletio na žice dalekovoda, u
drugoj su (ne)prilici oštećeni krakovi rotora prilikom niskog leta, a najt
eža nesreća zbila se 1987. godine u Zračnoj luci Zagreb - Pleso tijekom
aeromitinga održanog u čast Dana zrakoplovstva. Naime, dok je pilot
izvodio simulaciju kvara na motoru s autorotacijom, helikopter je repom
The first turboshaft engine helicopter ever used, and also the one used
for the longest time in the history of the Croatian Police was this aircraft
with the serial number 8333, which flew from the Agust factory site to the
former SR Croatia on 31 May 1973, where it was assigned the registration
code YU-HBC.
The helicopter was equipped with a low skid feature and optional
equipment was purchased for it. They were inflatable floats for water
landing in case of any defect, a reflector that could be mounted on the
right side of the helicopter, and megaphones mounted on both sides of
the hood. In addition, a sliding door was installed on the right side of the
passenger cabin, suitable for transporting victims (frequent usage). The
door was an excellent solution because it did not need to be removed
(a convention door is removed).
This helicopter was used for standard police work from the very
beginning. Due to its frequent use, the helicopter was damaged several
times. Once it flew into transmission lines in the National Park near the
Krka Falls, another time its rotor blades were damaged during a low
flight, and the most serious accident occurred in 1987 at Zagreb Airport

Tehničke značajke: Technical characteristics:

Posada: pilot Proizvođač: Construzioni Crew: 1 pilot Manufacturer: Construzioni

Broj putnika: 4 ili kopilot
i 3 putnika
Dužina: 12,11 m
Promjer rotora: 10,16 m
Visina: 2,83 m
Težina (prazan): 850 kg
Težina (pun): 1450 kg
Motor: 1 x Allison 250-C20,
turboosovinski motor 298 kW/
400 KS
Maksimalna brzina: oko 220 km/h
Dolet: oko 695 km
Plafon leta: oko 6100 m
58
Aeronautiche Giovanni Agusta (skr.
Agusta)
Zemlja podrijetla: Italija
Proizvođačeva oznaka: Agusta AB
206B Jet Ranger II
Registarskaoznaka:YU/RC/9A-HBC
Serijski broj: 8333
Desno: Slijetanje na glavni varaždinski
trg (iz arhive Jaroslava Hufa)
Number of passengers:
4 passengers or copilot and 3
passengers
Length: 12.11 m
Rotor diameter: 10.16 m
Height: 2.83 m
Empty weight: 850 kg
Gross weight: 1450 kg
Engine: 1 x Allison 250-C20
turboshaft engine 298 kW/ 400 HP
Maximum speed: approx. 220 km/h
Range: approx. 695 km
Maximum altitude: approx. 6100
Aeronautiche Giovanni Agusta
(Agusta)
Country of origin: Italy
Manufacturer’s identification:
Agusta AB 206B Jet Ranger II
Registration number:
YU/RC/9A - HBC
Serial number: 8333
Right: Landing on Varaždin’s central
square (from the archives of Jaroslav
Huf)
udario u zemlju nakon čega se cijeli repni dio zajedno s repnim rotorom
prelomio i odvojio od repne grede. Ipak nesreća nije bila kobna za pilota,
helikopter je popravljen i dan-danas još leti.
Helikopter YU-HBC sudjelovao je u povijesnom letu skupine helikoptera
upućenih prema Kninu u kolovozu 1990. godine.
Helikopter ima svijetloplavu shemu bojanja kakvu je imao i helikopter s
registracijom 9A-HBZ.
(Pleso) during an air show held in honor of the Aviation Day. While the
pilot was simulating an engine defect with auto-rotation, the tail hit the
ground, after which the entire tail part including the tail rotor broke and
separated from the tail boom. Still, the accident was not fatal for he pilot,
the helicopter has been repaired and continues to fly today.
The YU-HBC helicopter participated in the historical flight of a group of
helicopter to Knin in August of 1990.
The helicopter had a light blue paint scheme, just like the helicopter with the
registration number 9A-HBZ.
59
 2.

3..
60 1.
 Lijevo: 1 .Helikopter nad Savskom
cestom u Zagrebu, 1973.g. (iz arhive
Muzeja policije)
2. Slijetanje na aerodrom Pleso, 30. 4.
1974.g. (snimio Ljubomir Gudelj)
3. Pogled na ploču s instrumentima,
siječanj 2015.g. (snimio Željko Jamičić)
Left: 1 . A helicopter over Savska Street
in Zagreb, photographed in 1973 (from
the archives of the Police Museum)
2. Landing on Pleso Airport in Zagreb,
photographed on 30 April 1974
(photographed by Ljubomir Gudelj)
3. A view of the instrument panel,
photographed in January of 2015
(photographed by Željko Jamičić)
Gore: pokazna vježba pripadnika
ATJ Lučko, 2006. godine (fotografija
s izložbe „Uhvaćeni – policija u oku
kamere“)
Sljedeća stranica: Sa vježbe
specijalne policije (iz arhive Hrvoja
Jelinića)
Up: A demonstration by the Lučko
Antiterrorist Unit, photographed in
2006 (a photograph from the “Busted
– Police in the Eye of the Camera”)
Next page: During a Special Police
exercise (from the archives of Hrvoje
Jelinić)
61
62
 BELL
206B JetRanger III
63
 Helikopter Bell 206B JetRanger III na- The Bell 206B JetRanger III helicopter
stao je kao nastavak usavršavanja was a result of improving the preceding
prethodnika, modela B 206B JetRan- B model, the 1971 B 206B JetRanger II.
ger II iz 1971. godine. JetRanger III s Featuring a modified tail rotor and a
izmijenjenim repnim rotorom i snažni- more powerful engine, the Jet Ranger
jim motorom pojavljuje se 1977. godine III appeared in 1977

Ovaj tip helikoptera postao je popularan kod medijskih kuća koje ga obično
rabe za izvješćivanja s mjesta događaja, a zbog pogodne cijene i lakoće
održavanja, dostupan je gotovo svima. LongRanger se koristi za prijevoz
bolesnika, policijske poslove te za prijevoz VIP osoba.
Bell 206 je i prvi helikopter kojim je upravljala jedna osoba, obletjevši cijeli
svijet. To je uspjelo Dicku Smithu 1983. godine. Tijekom leta Smith je slijetao na
tankere kako bi napunio gorivo.
Policija (milicija) Hrvatske kupila je pet komada helikoptera tipa Bell 206B
JetRanger III. Hrvatska vojska je za svoje potrebe kupila deset komada
Bell 206B-3 JetRanger III te je bar još jedan Bell 206B JetRanger III imao
hrvatsku registraciju, a pripadao je jednoj drvoprerađivačkoj firmi. Ukupno
je u Hrvatskoj do danas letjelo ili još uvijek leti šesnaest helikoptera iz
porodice Bell 206 JetRanger III.
This type of helicopter became popular among media companies that
normally use it for reporting from the scene, while its affordable price and
easy maintenance make it available to almost anyone. The LongRanger is
used for transporting patients, for police work and for transporting VIPs.
The Bell 206 was also the first helicopter that flew around the world
operated by a single person. Dick Smith managed to do this in 1983.
During the fly, Smith landed on tankers to refuel his helicopter
The Croatian Croatian Police (Militia) purchased five Bell 206B JetRanger
III helicopters. The Croatian Army purchased ten Bell 206B-3 JetRanger
III helicopters for its purposes, and at least one more Bell 206B JetRanger
III was registered in Croatia as property of a wood processing company.
A total of sixteen helicopters from the Bell 206 JetRanger III family have
flown in Croatia to date or still fly.

Desno: helikopter u letu označen Desno: helikopter u letu označen

registarskom oznakom RC registarskom oznakom RC
(iz arhive časopisa Hrvatski vojnik) (iz arhive časopisa Hrvatski vojnik)
64
65
 BELL 206B JetRanger III, 9A – HAF

Letjelica je u ožujku 1993. godine u izuzetno lošem tehničkom stanju
dopremljena u Zrakoplovnu jedinicu MUP-a RH (preuzeta na popravak od
MUP-a Bosne i Hercegovine), gdje je istodobno započelo školovanje bosansko-
hercegovačkih posada na ostalim letjelicama tog tipa.
U prosincu iste godine helikopter je u Sektoru civilnog zrakoplovstva
Ministarstva pomorstva, prometa i veza RH registriran pod oznakom
9A-HAF i upisan u Registar zrakoplova kao vlasništvo MUP-a RH. To je
najvjerojatnije učinjeno zbog mogućnosti popravaka i ugradnje novih
dijelova u radionicama Zrakoplovne jedinice koja je imala odobrenje
Ministarstva pomorstva, prometa i veza za rad samo na hrvatskim
letjelicama, ali ne i za rad na stranim zrakoplovima. Početkom srpnja
1994. godine posade iz BiH bez posebnog su objašnjenja prestale
dolaziti u Zagreb na osposobljavanje, ali je letjelica i dalje upotrebljavana i
servisirana kao i druge letjelice toga tipa.
U prosincu 1999. godine helikopter je vraćen Federalnom ministarstvu
unutarnjih poslova BiH i izbrisan iz hrvatskog Registra civilnih zrakoplova.
In March of 1993, the aircraft was brought in a very poor technical
condition to the Aviation Unit of the Ministry of the Interior of the Republic
of Croatia (it was collected for a repair from the Ministry of the Interior of
Bosnia and Herzegovina), where Bosnian and Herzegovinian crews began
to receive training on other aircraft of the type.
In December of the same year, it was registered in the Civilian Aviation
Sector of the Ministry of Maritime Affairs, Transport and Communications
of the Republic of Croatia under registration number 9A-HAF and
registered in the Aircraft registry as property of the Ministry of the Interior
of the Republic of Croatia. This was most likely carried out to allow for its
repairs and installation of new parts in Aviation Unit’s workshops, which
were only authorized by the Ministry of Maritime Affairs, Transport and
Communications to work on Croatian aircraft, excluding foreign aircraft.
In early July 1994, the crews from Bosnia and Herzegovina stopped
coming to Zagreb for training with no explanation, but the aircraft
continued to be used and maintained like the other aircraft of the type.
In December of 1999, the helicopter was handed back to the Federal
Ministry of the Interior of Bosnia and Herzegovina and removed from the
Croatian Registry of Civilian Aircraft.

Tehničke značajke: Technical characteristics:

Posada: pilot
Broj putnika: 4 ili kopilot
i 3 putnika
Dužina: 12,11 m
Promjer rotora: 10,16 m
Visina: 2,83 m
Težina (prazan): 850 kg
Težina (pun): 1450 kg
Motor: 1x Allison 250-C20B,
turboosovinski motor 313 kW/
420 KS
Maksimalna brzina: oko 220 km/h
Dolet: oko 695 km
Plafon leta: oko 4200 m
Proizvođač: Bell Helicopters
Textron Inc.
Zemlja podrijetla: SAD/Kanada
Proizvođačeva oznaka zrakoplova:
Bell 206B JetRanger III
Registarska oznaka: 9A - HAF
Serijski broj: 3435
Desno: negdje uz jadransku obalu
(iz arhive Ivana Bračka)
Crew: 1 pilot
Number of passengers: 4
or copilot and 3 passengers
Length: 12.11 m
Rotor diameter: 10.16 m
Height: 2.83 m
Empty weight: 850 kg
Gross weight: 1450 kg
Engine: 1x Allison 250-C20B
turboshaft engine 313 kW/ 420 HP
Maximum speed: approx. 220 km/h
Range: approx. 695 km
Maximum altitude: approx. 4200 m
Manufacturer: Bell Helicopters
Textron Inc.
Country of origin: USA/Canada
Manufacturer’s identification: Bell
206B JetRanger III
Registration number: 9A - HAF
Serial number: 3435
Right: A scene photographed
somewhere along the Adriatic coast
(from the archives of Ivan Bračak)

66
67

Dolje: Pilot Alen Sambolec i
instruktor pilota Aleksandar Walter,
24. 3. 1988.g. (iz arhive Alena
Sambolca)
Desno: Uz helikopter stoji pilot Damir
Horvat (iz arhive Damira Horvata)
Sljedeća stranica: Uz helikopter
stoji pilot Alen Sambolec, Bol na
Braču, 28. 3. 1998. g. (iz arhive Alena
Sambolca)
68
Down: ilot Alen Sambolec and
pilot instructor Aleksandar Walter,
photographed on 24 March 1998 (from
the archives of Alen Sambolec)
Right: Standing next to the helicopter
is pilot Damir Horvat (from the
archives of Damir Horvat)
Next page: Standing next to the
helicopter is pilot Alen Sambolec,
photographed in Bol on Brač on 28
March 1998 (from the archives of
Alen Sambolec)
69
 Bell 206B JetRanger III, YU-HCF

Godine 1979. Republički sekretarijat unutrašnjih poslova SR Hrvatske
je za potrebe Helikopterske jedinice kupio nekoliko helikoptera tipa
Bell 206B JetRanger III. Među tim letjelicama bio je i ovaj helikopter,
s privremenom registracijom N2766X. U Hrvatsku je dopremljen u
dijelovima pa je u novoizgrađenom hangaru Helikopterske jedinice u
Lučkom kraj Zagreba sastavljen. Helikopter je dobio registraciju YU-HCF
i u Registar zrakoplova ulazi 1979. godine. Prvi let u Hrvatskoj obavljen je
13. kolovoza 1979. godine.
Bio je opremljen visokim skijama na kojima je instalirana dodatna oprema,
plovci na napuhavanje za slijetanje na vodene površine u slučaju kvara
koji se nisu mogli skidati kao kod drugih helikoptera iz flote Helikopterske
jedinice.
Nažalost, helikopter je 15. rujna 1988. godine imao havariju u blizini
Zračne luke Čilipi kod Dubrovnika prilikom leta za nadzor izlova ribe u
Jadranskom moru. Zbog otežanih vremenskih uvjeta toga dana (gusti
oblaci), helikopter je uletio u jedan takav oblak nakon polijetanja iz zračne
In 1979, the Republican Secretariat of the Interior of SR Croatia
purchased several Bell 206B JetRanger III helicopters for Helicopter
Unit’s purposes. They included this helicopter, which was assigned the
temporary registration code N2766X. It was shipped to Croatia in parts
and then assembled in the newly built Helicopter Unit’s hangar in Lučko
near Zagreb. The helicopter was assigned the registration code YU-HCF
and was registered in the Aircraft Registry in 1979. The first flight was
completed on 13 August 1979.
It was equipped with high skids on which additional equipment/inflatable
water landing floats were mounted, but could not be removed like in other
helicopters within the Helicopter Unit’s fleet.
Unfortunately, on 15 September 1988 the helicopter met with an accident
near Čilipi Airport near Dubrovnik while checking for illegal fishing in the
Adriatic Sea. Due to bad weather that day (heavy clouds), the helicopter
flew into a cloud after taking off from the airport. A little before 10 a.m.,
it hit the terrai near the runway 12 threshold not far from Uskoplje on

Tehničke značajke: Technical characteristics:

Posada: pilot
Broj putnika: 4
ili kopilot i 3 putnika
Dužina: 12,11 m
Promjer rotora: 10,16 m
Visina: 2,83 m
Težina (prazan): 850 kg
Težina (pun): 1450 kg
Motor: 1 x Allison 250-C20B,
turboosovinski motor 313 kW/
420 KS
Maksimalna brzina: oko 220 km/h
Dolet: oko 695 km
Plafon leta: oko 4200 m
Proizvođač: Bell Helicopters Textron
Inc.
Zemlja podrijetla: SAD/Kanada
Proizvođačeva oznaka zrakoplova:
Bell 206B JetRanger III
Registarska oznaka: YU - HCF
Serijski broj: 2719
Probni let nakon sklapanja helikoptera.
Pilot Vlado Nikolić i kopilot Tomislav
Maly, 13.8.1979.g. (iz arhive Jaroslava
Hufa)
Crew: 1 pilot
Number of passengers: 4
or copilot and 3 passengers
Length: 12.11 m
Rotor diameter: 10.16 m
Height: 2.83 m
Empty weight: 850 kg
Gross weight: 1450 kg
Engine: 1 x Allison 250-C20B,
turboshaft engine 313 kW/ 420 HP
Maximum speed: approx. 220 km/h
Range: approx. 695 km
Maximum altitude: approx. 4200 m
Manufacturer: Bell Helicopters
Textron Inc.
Country of origin: USA/Canada
Manufacturer’s identification: Bell
206B JetRanger III
Registration code: YU - HCF
Serial number: 2719
A test flight after helicopter assembly.
Pilot Vlado Nikolić and copilot Tomislav
Maly, photographed on 13 August 19 79
(from the archives of Jaroslav Huf)

70
luke. Nešto prije deset sati udario je u teren u blizini praga piste br. 12
kod mjesta Uskoplje na brdu Gradina. Oba člana posade - pilot Božo
Hucika i mehaničar-letač Predrag Suntešić, poginula su, a helikopter je u
potpunosti uništen.
Bila je to dosad najteža nesreća jedne letjelice Zrakoplovne jedinice MUP-a
Republike Hrvatske.
Gradina Hill. Both crew members - pilot Božo Hucika and mechanic/
flyer Predrag Suntešić, were killed and the helicopter was completely
destroyed.
This was the most severe accident involving an aircraft of the Aviation Unit of
the Ministry of the Interior of the Republic of Croatia.
71
 Pozdravljanje Jaroslava Hufa i
njemačkog mehaničara nakon jednog
od obavljenih servisa u Baden-
Badenu (iz arhive Jaroslava Hufa)

Jaroslav Huf greeting a German

mechanic on completion of a
maintenance service in Baden-Baden
(from the archives of Jaroslav Huf)

72
Gore: piloti i mehaničari Helikopterske jedinice
u trenirkama YASSA uoči Univerzijade ‘87.
Drugi slijeva Goran Hero, Jaroslav Huf i Stanko
Naletilić (iz arhive Jaroslava Hufa)

Lijevo: komemoracija za poginulim pilotom

Božom Hucikom i mehaničarem Predragom
Suntešićem objavljena u Informativnom listu
Radne zajednice RSUP-a SRH, br. 45, rujan
1988.g. (iz arhive Muzeja policije)

Up: Pilots and mechanics of the Helicopter Unit

wearing YASSA sport apparel before the 1987
Universiade. The second one on the left is Goran
Hero, Jaroslav Huf and Stanko Naletilić (from the
archives of Jaroslav Huf)

Left: A memorial service for pilot Božo

Hucika and mechanic Predrag Suntešić who
were killed in an accident, published in the
Informative Journal of the Labor Community of
the Republican Secretariat of the Interior of SR
Croatia No. 45, September of 1988 (from the
archives of the Police Museum)

73
 Bell 206B JetRanger III, 9A-HBZ

Helikopter je imao američku registraciju N27697 kad ga se 1979. godine
kupilo za potrebe helikopterske jedinice RSUP-a SR Srbije, u čijem je
sastavu letio sve do 1989. godine. Te ga godine otkupljuje RSUP SR
Hrvatske. Helikopter je u svoju novu bazu na Lučkom preletio u svibnju
1989. godine kako bi popunio brojno stanje nakon tragičnog pada
helikoptera YU-HCF kod Dubrovnika. U trenutku preleta imao je 1253
sata leta. I danas je u sastavu Ministarstva unutarnjih poslova Republike
Hrvatske.
Otpočetka je korišten za klasične policijske poslove, ali, po potrebi, i
ostale zadaće. Osamostaljenjem Republike Hrvatske, pobunom srpskog
stanovništva i agresijom JNA na Hrvatsku, helikopter je korišten za
prijevoz ranjenika pa je privremeno na nekoliko mjesta na trupu označen
međunarodnom znakom Crvenog križa (znak crvenog križa u bijelom
The helicopter had the U.S. registration number N27697 when it was
purchased in 1979 for the helicopter unit of the Republican Secretariat
of the Interior of SR Serbia, where it continued to fly until 1989. That
year, it was purchased by the Republican Secretariat of the Interior of SR
Croatia. The helicopter flew to its new base in Lučko in May of 1989 to
replace the YU-HCF helicopter that tragically crashed near Dubrovnik.
At the time of its transfer it had 1253 flight hours. It is still used by the
Ministry of the Interior of the Republic of Croatia.
Initially, it was used for standard police work, but also for other missions.
After the Republic of Croatia gained its independence and Serbian
rebellion and Yugoslav Army’s aggression on Croatia started, the
helicopter was used to transport the wounded and was temporarily
marked in several places on its fuselage by the International Red Cross

Tehničke značajke: Technical characteristics

Posada: pilot
Broj putnika: 4
ili kopilot i 3 putnika
Dužina: 12,11 m
Promjer rotora: 10,16 m
Visina: 2,83 m
Težina (prazan): 850 kg
Težina (pun): 1450 kg
Motor: 1 x Allison 250-C20B,
turbo-osovinski motor 313 kW/
420KS
Maksimalna brzina: oko 220 km/h
Dolet: oko 695 km
Plafon leta: oko 4200 m
Proizvođač: Bell Helicopters Textron Crew: 1 pilot Manufacturer: Bell Helicopters
Inc. Number of passengers: 4 Textron Inc.
Zemlja podrijetla: SAD/Kanada or copilot and 3 passengers Country of origin: USA/Canada
Proizvođačeva oznaka zrakoplova: Length: 12.11 m Manufacturer’s identification: Bell
Bell 206B JetRanger III Rotor diameter: 10.16 m 206B JetRanger III
Registarskaoznaka:YU/RC/9 A-HBZ Height: 2.83 m Registration number:
Tvornički broj: 2762 Empty weight: 850 kg YU/RC/9A - HBZ
Gross weight: 1450 kg Serial number: 2762
Engine: 1 x Allison 250-C20B,
turboshaft engine 313 kW/ 420 HP
Desno: polijetanje (snimio Boran Pivčić) Maximum speed: approx. 220 km/h Right: Takeoff (photographed by Boran
Range: approx. 695 km Pivčić)
Maximum altitude: approx. 4200 m

74
krugu), a oznaka milicije je uklonjena.
Od 1993. godine ima konačnu registraciju 9A-HBZ, a tijekom redovitog
remonta helikopter dobiva i novu shemu bojanja. U osnovi je shema ista,
samo što umjesto svijetloplave dobiva tamnoplavu boju kakvu ima većina
helikoptera Zrakoplovne jedinice MUP RH. Osim njega, svijetloplavu
shemu bojanja još uvijek ima i helikopter s registracijom 9A-HBC.
symbol (red cross in a white circle), while its militia identification was
removed.
In 1993, it was assigned its ultimate registration number 9A-HBZ and
was provided with a new paint scheme during an ordinary overhaul.
The scheme is basically the same, except that the light blue color was
replaced by dark blue, the color of most helicopters within the Aviation
Unit of the Ministry of the Interior of the Republic of Croatia. In addition to
this helicopter, the helicopter with the registration number 9A-HBC also
has a light blue paint scheme.
75
 Gore: na stajanci aerodroma Split.
Ispred helikoptera stoje pilot Julijan
Matejčić i mehaničar
(iz arhive Julijana Matejčića)

Desno: ekipa u sastavu pilot Julijan

Matejčić, novinar i mehaničar uz
helikopter na aerodromu Pula (iz
arhive Julijana Matejčića)

Sljedeća stranica: u letu iznad mora

(snimio Goran Jakovljević)

Up: At the apron in Split Airport.

Standing in front of the helicopter are
pilot Julijan Matejčić and mechanic
(from the archives of Julijan Matejčić)

Right: A team comprising pilot Julijan

Matejčić, a journalist and mechanic
next to a helicopter at Pula Airport
(from the archives of Julijan Matejčić

Next page: Flying above the sea

(photographed by Goran Jakovljević)

76
77
 Bell 206B JetRanger III, 9A-HCG

Helikopter Bell 206B JetRanger III s tvorničkim brojem 2754 kupljen je
1979. godine i bio je u kontingentu od nekoliko helikoptera nabavljenih za
potrebe RSUP-a SRH. Dobio je privremenu američku registraciju N27731
do dolaska u Jugoslaviju, gdje dobiva registraciju YU-HCG. U civilni
registar zrakoplova upisan je 1980. godine.
Bio je opremljen visokim skijama, a od ostale opreme imao je dizalicu
za podizanje tereta i instalaciju za napuhavanje plovaka koje su se
postavljale s donje strane trupa letjelice. Plovci su se postavljali na skije
helikoptera.
Kao i ostali helikopteri, tako je i ovaj korišten za klasične policijske
zadaće, ali, po potrebi, i druge.
Zajedno s ostala dva helikoptera bio je u formaciji helikoptera policije
koji su iz Zagreba krenuli prema Kninu 17. kolovoza 1990. godine radi
deblokade cesta i uspostavljanja redarstvene vlasti na pobunjenom
području.
The Bell 206B JetRanger III helicopter with the serial number 2754 was
purchased in 1979 as part of a shipment of several helicopters supplied to
the Republican Secretariat of the Interior of SR Croatia. It was assigned
the temporary U.S. registration number N27731 until it arrived in Croatia
(Yugoslavia) where it was assigned the registration code YU-HCG. It was
registered in the civil aircraft registry in 1980.
It was equipped with high skids. Other equipment included a cargo lift
and a float inflating device, which were mounted on the bottom side of
the fuselage. The floats were mounted on the skids.
Like all other helicopters, this one was used for standard police work, but
also for other activities as necessary.
On 17 August 1990, it was part of the formation of police helicopters that
departed from Zagreb toward Knin together with two other helicopters for
the purpose of unblocking roads and establishing police authority in the

Tehničke značajke: Technical characteristics

Posada: pilot
Broj putnika: 4 ili kopilot i 3
putnika
Dužina: 12,11 m
Promjer rotora: 10,16 m
Visina: 2,83 m
Težina (prazan): 850 kg
Težina (pun): 1450 kg
Motor: 1 x Allison 250-C20B,
turboosovinski motor 313 kW/
420 KS
Maksimalna brzina: oko 220 km/h
Dolet: oko 695 km
Plafon leta: oko 4200 m
Proizvođač: Bell Helicopters
Textron Inc.
Zemlja podrijetla: SAD/Kanada
Proizvođačeva oznaka
zrakoplova: Bell 206B JetRanger
III
Registarska oznaka: YU/RC/9A -
HCG
Serijski broj: 2754
Desno: Naslonjen na helikopter je
pilot Branko Šulek, sjedi mehaničar
Stanko Naletilić
(iz arhive Jaroslava Hufa)
Crew: 1 pilot
Number of passengers: 4
or copilot and 3 passengers
Length: 12.11 m
Rotor diameter: 10.16 m
Height: 2.83 m
Empty weight: 850 kg
Gross weight: 1450 kg
Engine: 1 x Allison 250-C20B,
turboshaft engine 313 kW/ 420 HP
Maximum speed: approx. 220 km/h
Range: approx. 695 km
Maximum altitude: approx. 4200 m
Manufacturer: Bell Helicopters
Textron Inc.
Country of origin: SAD/Kanada
Manufacturer’s identification: Bell
206B JetRanger III
Registration number: YU/RC/9A -
HCG
Serial number: 2754
Right: Pilot Branko Šulek leaning
against a helicopter, mechanic
Stanko Naletilić sitting (from the
archives of Jaroslav Huf)

78
Prilikom obavljanja službene zadaće 1992. godine na aerodromu Lučko
helikopter doživljava nesreću nakon koje više nije bio za uporabu pa je
otpisan. Ispravni instrumenti i drugi iskoristivi dijelovi poslužili su kao
zamjena za istovjetne dijelove na drugim helikopterima ovog tipa iz
sastava ZJ MUP-a RH.
area of rebellion. While performing its official duty in 1992, the helicopter
had an accident at Lučko Airport and was no longer fit for use, which
is why it was decommissioned. The functional instruments and other
usable parts served as replacements for such parts on other helicopters
of this type used by the Aviation Unit of the Ministry of the Interior of the
Republic of Croatia.
79
80
Lijevo: uz helikopter stoje Goran Hero, Branko Šulek,
g. Ivanišević i Stanko Naletilić povodom Mediteranskih
igara u Splitu 1979. g. (iz arhive Jaroslava Hufa)
Sredina i desno: pripreme za snimanje filma i samo
snimanje (iz arhive Jaroslava Hufa)
Left: Standing next to the helicopter are Goran Hero,
Branko Šulek, Mr Ivanišević and Stanko Naletilić,
photographed in Split in 1979 during the Mediterranean
Games (from the archives of Jaroslav Huf)
Middle and right: From the film shooting
(from the archives of Jaroslav Huf)
81
 Bell 206B JetRanger III, 9A-HDB

Helikopter je kupljen u partnerskom odnosu privatne osobe i MUP-a
RH prikupljanjem ponuda na međunarodnom tržištu. Većinski vlasnik
helikoptera bila je privatna osoba, a u registru civilnih zrakoplova upisano
je Ministarstvo unutarnjih poslova kao nositelj prava raspolaganja
letjelicom. Ugovor o nabavci sklopljen je 25. listopada 1990. godine, a
istog je dana potpisan i Ugovor o korištenju helikoptera.
Prema tom ugovoru privatna osoba mogla je koristiti helikopter ovisno o
potrebama u skladu sa svojim većinskim udjelom, preračunato u satove
leta. MUP je preuzeo obvezu održavanja letjelice i mogao ga je koristiti za
službene potrebe, osim za školovanje pilota i nošenje podvjesnog tereta.
Potkraj 1998. godine privatna je osoba zatražila raskid ugovora jer je
tijekom godina eksploatacije letjelice ostvarila znatno manje sati leta od
dogovorenog broja pa je nakon isplate suvlasničkog dijela 2009. godine
helikopter došao u vlasništvo MUP-a RH.
Helikopter registracijske oznake 9A-HDB najmlađi je helikopter tipa Bell
JetRanger III u sastavu Zrakoplovne jedinice MUPa RH. Kupljen je u
tvornici Bell Helicopters Textron Inc. i u Hrvatsku je došao 1991. godine
pod tvorničkim brojem 4152 kad dobiva i prvu registraciju YU-HDB.
The helicopter was purchased as part of a partnership between a private
individual and the Ministry of the Interior of the Republic of Croatia by
collecting bids on the international market. The private individual was the
majority owner of the helicopter, whereas the Ministry of the Interior is
registered in the civil aircraft registry as a holder of the right to use the
aircraft. The Supply Agreement was entered into on 25 October 1990 and
the Agreement to Use a Helicopter was signed on the same day.
According to the Agreement, the private individual was allowed to use the
helicopter when needed according to its majority interest converted into
flight hours. The Ministry of the Interior committed to maintain the aircraft
and was allowed to use it for official purposes, except for pilot training
and carrying hooked cargo.
In late 1998, the private individual requested that the Agreement be
terminated because the aircraft completed much less flight hours than
planned during the years of its exploitation, so the Ministry of the Interior
of the Republic of Croatia purchased his share by 2009 and became the
owner of the helicopter.
The helicopter with the registration number 9A-HDB is the newest Bell

Tehničke značajke: Technical characteristics

Posada: pilot
Broj putnika: 4
ili kopilot i 3 putnika
Dužina: 12,11 m
Promjer rotora: 10,16 m
Visina: 2,83 m
Težina (prazan): 850 kg
Težina (pun): 1450 kg
Motor: 1 x Allison 250-C20B,
turbo-osovinski motor 313 kW/
420 KS
Maksimalna brzina: oko 220 km/h
Dolet: oko 695 km
Plafon leta: oko 4200 m
Proizvođač: Bell Helicopters
Textron Inc.
Zemlja podrijetla: SAD/Kanada
Proizvođačeva oznaka
zrakoplova: Bell 206B Jet Ranger
III
Registarska oznaka YU/RC/9A-HDB
Serijski broj: 4152
Desno: u letu iznad slavonskih polja kod
aerodroma Klisa, Osijek (snimio Josip
Andračić Antonov)
Crew: 1 pilot
Number of passengers: 4
or copilot and 3 passengers
Length: 12.11 m
Rotor diameter: 10.16 m
Height: 2.83 m
Empty weight: 850 kg
Gross weight: 1450 kg
Engine: 1 x Allison 250-C20B
turboshaft engine 313 kW/ 420 HP
Maximum speed: approx. 220 km/h
Range: approx. 695 km
Maximum altitude: approx. 4200 m
Manufacturer: Bell Helicopters
Textron Inc.
Country of origin: USA/Canada
Manufacturer’s identification:
Bell 206B Jet Ranger III
Registrationnumber:YU/RC/9A-HDB
Serial number: 4152
Right: Flying over Slavonian fields
in the immediate vicinity of Osijek
Airport (Klisa), photographed in Osijek
(photographed by Josip Andračić
Antonov)

82

Opremljen je visokim skijama koje su od osamdesetih godina prošlog
stoljeća postale standard za ovaj tip helikoptera. Uočeno je kako
helikopteri s niskim skijama često prilikom slijetanja udaraju repnim
amortizerom/odbojnikom o zemlju što može biti kobno za helikopter,
posadu i putnike. Helikopter može biti opremljen i gumenim plovcima
za operacije iznad vodenih površina (instaliraju se na skije) te uređajem
za napuhavanje plovaka (instaliraju se s donje strane trupa na mjestu
kuke za podvjesno nošenje tereta).
Helikopter još uvijek leti u sastavu Zrakoplovne jedinice MUPa RH.
JetRanger III used by the Aviation Unit of the Ministry of the Interior of
the Republic of Croatia. It was purchased from Bell Helicopters Textron
Inc. and arrived in Croatia in 1991 with the serial number 4152, at which
time it was assigned its first registration code YU-HDB.
This helicopter is equipped with high skids that have been standard for
this type of helicopter since the 1980s. Helicopters with low skids have
been found to frequently hit the ground with the tail bumper, which may
be fatal for the helicopter, the crew and the passengers. The helicopter
may also be equipped with rubber floats for water operations (they
are installed on the skids) and a float inflating devices (installed on the
bottom side of the fuselage in the place intended for the sling hook).
The helicopter is still used by the Aviation Unit of the Ministry of the Interior
of the Republic of Croatia.
83
 4.
1.

1.i 2.: u sklopu međunarodnog

projekta ARC za otkrivanje minsko
sumnjivih područja na helikopter
je postavljen nosač sa kamerom
Duncantech MS 3100. Posada na
helikopteru bila je mješovita MUP-
HRZ. Snimljeno u hangaru u Lučkom
u listopadu 2001. g.
Pogled na kameru postavljenu ispod
trupa helikoptera (arhiva Željka
2. 3. Pračića)

84

3. Pogled na upravljačke instrumente
u pilotskoj kabini u hangaru
Zrakoplovne jedinice u Lučkom,
27. 2. 2015. (snimio Mario Grlić)
4. Provjera uređaja na helikopteru na
aerodromu Klisa, pilot Hrvoje Jelinić
(snimio Josip Andračić Antonov)
5. Sa snimanja dalekovoda u cilju
utvrđivanja njihovog stanja i obnove
trafostanice Ernestinovo. Snimljeno
na aerodromu Klisa 2002. godine
(iz arhive Željka Pračića)
1. As part of the international ARC
project for detecting mine suspicious
areas, a Duncantech MS 3100
camera holder was mounted on the
helicopter. The helicopter carried
a combined crew from the Ministry
of the Interior and the Croatian Air
Force. Photographed in the hangar
at the Lučko Air Base in October of
2001.
2. A view of a camera mounted
beneath the fuselage. (both from the
archives of Željko Pračić)
5.
3. A view of the controls in the pilot Sljedeća stranica: Polijetanje u suton
cabin, photographed on 27 February sa aerodroma Lučko
2015 (photographed by Mario Grlić) (snimio Boran Pivčić)
4. Checking the helicopter
equipment at Osijek Airport (Klisa), Next page: Taking off at dusk from
pilot Hrvoje Jelinić (photographed by the Lučko Air Base (photographed by
Josip Andračić Antonov). Boran Pivčić)
5 . Surveying transmission lines to
check their condition and reconstruct
the Ernestinovo transformer station,
photographed at Osijek Airport
(Klisa) in 2002 (from the archives of
Željko Pračić)
85
86
 AGUSTA
BELL 212
87
 Sredinom pedesetih godina prošlog
stoljeća američka je vojska od tvrtke
Bell naručila izradu novog transport-
nog helikoptera koji je trebao imati
turbinski motor za razliku od dotadaš-
njeg koncepta s motorom s unutarnjim
izgaranjem
Bell je projekt označio kao model 204, a američka ga je vojska nazvala
HU-1A Iroquois. Zbog te oznake piloti su mu dali nadimak Huey, koji
je postao toliko popularan da su ga u tvrtki počeli upisivati na pedale
kojima se upravlja repnim rotorom. Poslije je američka vojska promijenila
službeni naziv helikoptera u UH-1A Iroquois (UH = utility helicopter).
Helikopter je prvi put poletio 22. listopada 1956. godine, a u operativnu
je uporabu uveden 1959. godine kao prvi helikopter američke vojske
s turbinskim motorom serijske proizvodnje. Iako je bio proizveden za
vojne potrebe, brzo je pronašao kupce na civilnom tržištu pod izvornom
oznakom Bell 204.
Helikopter su za svoje potrebe kupile naftne kompanije, policija i mnoge
medicinske ustanove. Počeo se proizvoditi u kanadskoj Bellovoj tvornici u vojne
svrhe, u japanskoj tvrtki Fuji, u Njemačkoj u Dornieru, u Italiji u Agusti pod
oznakom Agusta AB 204 te na Tajvanu.
88
In the mid-1950s, the US Army
commissioned Bell to make a new
transport helicopter with a turbo
engine, as opposed to the previous
internal combustion engine concept
Bell identified the model as model 204 and the US Army named it HU-1A
Iroquois. It was because of this designation that the pilots nicknamed it
Huey, which became so popular that they began to inscribe it on the tail
rotor pedals in the company. The US Army later changed its formal name
to UH-1A Iroquois (UH = utility helicopter).
The helicopter first flew on 22 October 1956 and was put in operative
service in 1959 as the first serially manufactured US Army helicopter
featuring a turbo engine. Although it was manufactured for military
purposes, it soon found its customers in the civil market under the
original identification Bell 204.
This helicopter has been purchase by oil companies, police forces and
numerous medical institutions for their internal purposes. They started
manufacturing it in Bell’s Canadian factory for military purposes, in Fuji in
Japan, in Dornier in Germany, in Agusta in Italy under the code AB 204,
and also in Taiwan.
89
 Tijekom službe helikoptera UH-1/Bell 204, uvidjelo se kako ima prilično
malen putnički prostor zbog čega je počela proizvodnja produžene
inačice koja je dobila oznaku Bell 205. Osim za talijansku vojsku,
tvornica Agusta je helikoptere počela proizvoditi za policiju, karabinjere i
financijsku stražu te za strano tržište.
It was found during the use of the UH-1/Bell 204 helicopter that its
passenger area was quite small, which is why they started to make
a longer version identified as Bell 205. In addition to the Italian army,
Agusta started to make helicopters for xx forces, the carabinieri, the
financial guard, and for international markets.

Bell 212 Twin Huey (također poznat kao Twin Two-Twelve) model je
helikoptera s dva motora koji je prvi put poletio 1968. godine. Za
kanadsku vojsku i civilno tržište proizveo ga je Bell Helicopters iz
Mirabela u pokrajini Quebec. Razvitak helikoptera Bell 212 bio je
brz, jer se oslanjao na provjerenu konstrukciju helikoptera Bell 205.
Revolucionarno rješenje primijenjeno na modelu 212 jest njegova
pogonska skupina sastavljena od dva vezana turboosovinska motora
postavljena jedan do drugoga. Ovakav pogon osigurao je veliku letnu
sigurnost, jer je helikopter u slučaju kvara jedne turbine mogao letjeti
pod punim opterećenjem još pola sata i sigurno sletjeti. I taj je tip prema
licenci počela proizvoditi talijanska tvrtka Giovanni Agusta, pod oznakom
Agusta AB 212.
The Bell 212 Twin Huey (also known as the Twin Two-Twelve) is a
helicopter model featuring two engines that first flew in 1968. It was
produced for the Canadian Army and the civil market by Bell Helicopters
of Mirabel, Quebec. The development of the Bell 212 was quick because
it relied on the proven design of the Bell 205. The revolutionary concept
used on the 212 model was its drivetrain consisting of two joint turboshaft
engines mounted one next to the other. Such drivetrain ensured a high
level of flying security because, in case one turbine failed, the helicopter
was able to fly under full load for 30 more minutes and land safely. The
Italian company Giovanni Agusta also started to make this type under
license, identified as Agusta AB 212.

Prethodna stranica: helikopter na Previous page: A helicopter on Klek:

Kleku, u kabini sjedi pilot Aleksandar pilot Aleksandar Walter sitting in the
Walter (iz arhive Jaroslava Hufa) cabin (from the archives of Jaroslav
Desno gore: Smještaj nosila s Huf)
ranjenikom (iz arhive Muzeja policije) Up right: Positioning a stretcher with
Desno dolje: iznošenje nosila s a wounded person (from the archives
ranjenikom iz helikoptera. of the Police Museum
Uz bolničko osoblje stoji mehaničar Down right: Taking a stretcher
Stanko Naletilić (iz arhive Muzeja with a wounded person out of the
policije) helicopter. Standing next to the
Desno dolje: doprema ranjenika u hospital staff is mechanic Stanko
KBC Rebro u Zagrebu Naletilić (from the archives of the
(iz arhive Muzeja policije) Police Museum)
Down right: Bringing the wounded to
the University Hospital Center Rebro
in Zagreb (from the archives of the
Police Museum)

90
91
 AGUSTA BELL 212, 9A-HBM

Potkraj sedamdesetih godina prošlog stoljeća jugoslavenska milicija
počela se rješavati zastarjelih helikoptera tipa Agusta AB 47 (inačica J i
J2), a uz već nabavljene modele Agusta AB 206 JetRanger II i Bell 206B
JetRanger III, pojavila se potreba za nešto većim helikopterom. Odlučeno
je da se kupi tip Bell 212.
In the late 1970s, the Yugoslavian Militia began to dispose of their
obsolete Agusta AB 47 helicopters (J and J2 versions). In addition to
the Agusta AB 206 JetRanger II and Bell 206B JetRanger III helicopters
already purchased, a need arose for a somewhat larger helicopter. They
decided to purchase the Bell 212.

Kako je u to doba bio na snazi svojevrsni embargo SAD-a na izravnu
kupnju opreme za vojsku i miliciju od američkih tvrtki, odlučeno je da se
oprema kupi od talijanske Aguste, kojoj nije bilo zabranjeno svoju opremu
prodavati Jugoslaviji. Uz tadašnju saveznu miliciju (SSUP - Savezni
sekretarijat unutrašnjih poslova) AB 212 naručile su i republičke milicije
Crne Gore, Hrvatske Srbije i Makedonije. Slovenija se odlučila za Agustu
A109A Hinduro, no ustvrdivši kako joj taj tip helikoptera ne odgovara,
dvije godine poslije naručila je i AB 212.
U proljeće 1978. godine RSUP SR Hrvatske potpisao je ugovor o kupnji
helikoptera Agusta AB 212, koji se počeo sklapati pod tvorničkim brojem
5569 i registracijskom oznakom YU-HBM. Početkom travnja 1978.
As a sort of a U.S. embargo on direct purchasing of military and police
equipment from U.S. companies was in force at the time, they decided to
purchase the equipment from the Italian Agusta, which was not prohibited
to sell its equipment to Yugoslavia. In addition to the federal militia (SSUP
– Federal Secretariat of the Interior), the AB 212 was also ordered by
the republican militias of Montenegro, Croatia, Serbia and Macedonia.
Slovenia opted for the Agusta A109A Hinduro, however, having found this
type of helicopter to be inadequate, they ordered an AB 212 two years
later.
In the spring of 1978, the Republican Secretariat of the Interior of

Tehničke značajke: Technical Characteristics

Posada: pilot (ili 2 ako je IFR
letenje)
Broj putnika: 14 putnika (13)
Dužina: 17,43 m
Promjer rotora: 14,64 m
Visina: 3,83 m
Težina (prazan): 2961 kg
Težina (pun): 5080 kg
Motor: 2 x turbinski motori
Pratt&Whitney CanadaPT6T-3
s 1342 kW/1800 KS
Maksimalna brzina: 223 km/h
Dolet: 439 km
Plafon leta: 5035 m
Proizvođač: Construzioni
aeronautiche Giovanni Agusta
(skr. Agusta)
Zemlja podrijetla: Italija
Proizvođačeva oznaka
zrakoplova: Agusta AB 212
Registarska oznaka:
YU/RC/9A - HBM
Tvornički broj: 5569
Desno: podizanje klima uređaja na
krov hotela Esplanade u Zagrebu,
1992.g. (iz arhive Muzeja policije)
Crew: pilot
(or 2 in case of IFR flying)
Number of passengers: 14 (13)
Length: 17.43 m
Rotor diameter: 14.64 m
Height: 3.83 m
Empty weight: 2961 kg
Gross weight: 5080 kg
Engine: 2 x turbine engine
Pratt&Whitney Canada PT6T-3 with
1342 kW/1800 HP
Maximum speed: 223 km/h
Range: 439 km
Maximum altitude: 5035 m
Manufacturer: Construzioni
aeronautiche Giovanni Agusta
(short: Agusta)
Country of origin: Italy
Manufacturer’s identification:
Agusta AB 212
Registration number: YU/RC/9A -
HBM
Serial number: 5569
Right: Lifting an air conditioner
onto the roof of Hotel Esplanade in
Zagreb, photographed in 1992 (from
the archives of the Police Museum)

92
93
 Predstavnici RSUP-a SRH, piloti
i mehaničari prilikom dolaska
helikoptera u bazu Lučko 1978.
godine (iz arhive Jaroslava Hufa)

Representatives of the Republican

Secretariat of the Interior, pilots
and mechanics at arrival of a
helicopter to the Lučko Base,
photographed in 1978 (from the
archives of Jaroslav Huf)

94
Helikopter u tvornici Agusta u
Italiji na dan preuzimanja (iz arhive
Jaroslava Hufa)

A helicopter at the Agusta factory in

Italy on the handover day (from the
archives of Jaroslav Huf).

95
 godine helikopter je sastavljen i nakon primopredaje u Italiji, preletio je do
aerodroma Lučko kod Zagreba.
Zbog razumijevanja u komunikaciji s letjelicama, razrađen je poseban
međunarodni sustav u kojem se slovo s registracije zamjenjuje riječju
istog početnog slova, primjerice H = hotel, M = Mike itd. Zbog dodijeljene
registracije, odnosno posljednjeg slova u njoj, YU-HBM, piloti i
mehaničari nadjenuli su mu nadimak „Mike“.
Nedugo nakon dolaska u tadašnju Jugoslaviju, crnogorsko i dubrovačko
primorje pogodio je katastrofalan potres. Savezni sekretarijat unutrašnjih
poslova angažirao je sve raspoložive snage za pomoć pogođenom
području pa je tako „Mike“ završio na titogradskom aerodromu (danas
Podgorica) s kojeg su se prevozili spasioci i dostavljala humanitarna
pomoć na nepristupačna područja. Pristigla humanitarna pomoć
pretovarivala se u vojne ili milicijske helikoptere.
U drugoj polovini osamdesetih godina prošlog stoljeća helikopter je
bio angažiran na Kosovu sa snagama milicije SRH, a završetkom misije
vraćen je zajedno s posadom u svoju bazu, gdje su se nastavili baviti
uobičajenim policijskim poslovima i poslovima izvan policijske djelatnosti
(pomoć tvrtkama u prijevozu teškog tereta na nedostupna mjesta,
postavljanje odašiljača ili pomoć službi hitne medicinske pomoći. U
ljetnim mjesecima helikopter se upućivao na jadransku obalu, gdje su
članovi ekipe pomagali policiji na zemlji ili moru u nadgledanju cestovnog
ili pomorskog prometa i hvatanju krijumčara ili ribara u ilegalnom ribolovu.
Tijekom Domovinskog rata helikopter 9A-HBM angažiran je za opskrbu i
prebacivanje pripadnika specijalne policije koji su na Velebitu držali prvu
crtu obrane. Kako je riječ o izrazito nepristupačnom i miniranom terenu,
potrebno streljivo, hrana i druge potrepštine stizali su isključivo zračnim
putem. No, nisu bili zapostavljeni ni drugi policijski poslovi i humanitarne
zadaće. Uoči završne vojnoredarstvene akcije „Oluja“ za oslobođenje
Hrvatske u ljeto 1995. godine helikopter odlazi na remont u Englesku
odakle se vraća obojan u novu shemu, koju je zadržao do danas.
Jedna od posljednjih većih akcija, ujedno i jedna od najtužnijih u kojoj su
sudjelovali ovaj helikopter i njegova posada, bila je traženje unesrećenih
u zrakoplovnoj nesreći na obroncima Velebita u blizini Zadra zimi 2009.
godine. U toj akciji tražili su se Aleksandar Saša Walter, umirovljeni
96
SR Croatia entered into a contract for the purchase of an Agusta AB
212 helicopter, which was assembled under the serial number 5569
and carried the registration code YU-HBM. In early April of 1978, the
helicopter was assembled and, following its handover in Italy, it flew to
the Lučko Airport near Zagreb.
For the purposes of understanding in communication with other aircraft,
a special international system was designed where each letter of the
registration code is replaced by a word having the same first letter, for
example, H = hotel, M = Mike, etc. Because of the registration code
assigned to it, that is, the last letter in YU-HBM, pilots and mechanics
nicknamed it ”Mike”.
Shortly after arriving in former Yugoslavia, the Montenegrin and
Dubrovnik littoral was hit by a disastrous earthquake. The Federal
Secretariat of the Interior deployed all forces available to help the
devastated area, so Mike ended up at Titograd (presently Podgorica)
Airport, from where it transported rescue teams and delivered
humanitarian aid to inaccessible areas. Humanitarian aid received was
transferred onto military or militia helicopters.
In the second half of the 1980s, the helicopter was deployed to Kosovo,
carrying militia forces of SR Croatia. After completing its mission, the
helicopters and the crew returned to their base where they continued to
carry out their ordinary police work and non-police duties (helping firms
carry heavy loads to inaccessible locations, installing transmitters, or
providing emergency services (Helicopter Emergency Medical Service -
HEMS). In summer months, the helicopter was deployed to the Adriatic
coast where members of the helicopter team helped police on land or
at sea monitor road and maritime traffic and catch smugglers or illegal
fishermen.
During the Homeland War, the 9A-HBM helicopter was deployed to
supply and carry special police force members who held the frontline on
Velebit. As this was an extremely inaccessible and heavily mined, special
ammunition, food and other necessities arrived only by air. However, they
did not neglect other police work and humanitarian activities. Immediately
zapovjednik pilota Zrakoplovne jedinice i bivši kapetan upravo ovog before the final military/police operation “Storm” for the liberation of
helikoptera, i tri njegova prijatelja zrakoplovca. Croatia in the summer of 1995, the helicopter was sent to England for an
overhaul and returned with a new paint scheme that it still features today.
Unatoč maru zrakoplovnih tehničara koji ga dobro održavaju, helikopteru
AB 212, registracije 9A-HBM, radni se vijek približava kraju (preko četvrt One of the last major operations involving this bird and its crew, which
desetljeća aktivne službe od prvog leta i isporuke hrvatskoj policiji) pa bi was also one of the saddest ones, was searching for victims of an
bilo dobro da ostane sačuvan kao izložak u Muzeju policije. airplane accident on the slopes of Velebit near Zadar in the winter
of 2009. They searched for Aleksandar Saša Walter, a retired pilot
commander of the Air Force Unit and former captain of the helicopter
Dolje: u hangaru Zrakoplovne Bottom: A helicopter in an Aviation concerned, and three of his aviator friends.
jedinice (snimio Mario Grlić) Unit Hangar, 27. 2. 2015.
Dolje desno: za vrijeme trenažnog (photographed by Mario Grlić) Despite all the efforts used by the aviation technicians who have
leta piloti Alen Sambolec i Hrvoje Bottom right: Pilots Alen Sambolec and maintained it well, the useful life of the AB 212 helicopter with the
Jelinić ( snimio Mario Grlić) Hrvoje Jelinić during a training flight 9A-HBM registration code is coming to an end (over a quarter of a
(photographed by Mario Grlić) century of active service since its first flight and delivery to the Croatian
police forces), so it would be good to keep it as an exhibit in the Police
Museum.
Sljedeća stranica: ispod skijaške Next page: Beneath the ski jump
skakaonice na Jahorini, 1983.g. in-run on Jahorina, photographed in
(iz arhive Jaroslava Hufa) 1983 (from the archives of Jaroslav
Huf)

97
98
ROBINSON
R-22 BETA
99
 Robinson R22 lagan je civilni helikop-
ter s dva sjedišta koji proizvodi tvrt-
ka Robinson Helicopter Company.
Projektirao ga je Frank Robinson oko
1973. godine, a proizvodi se od 1979.
Pokreće ga jedan klipni motor, ima polutvrdi dvokraki glavni rotor i
dvokraki repni rotor.
Kao trenažna letjelica zbog relativno niske nabavne cijene i malih troškova
održavanja, R22 je i danas veoma popularan diljem svijeta i često ga se
koristi za snimanja iz zraka (radiotelevizijske kuće), a kupuju ga i vlasnici
velikih rančeva u SAD-u i Australiji za nadzor svojih rančeva.
Osnovna konstrukcija letjelice sastoji se od zavarenih kromiranih čeličnih
cijevi. Prednji dio trupa je od stakloplastike i aluminija. Rep, vertikalni
i horizontalni stabilizatori su aluminijski. Kabina, s dva sjedišta jedno
uz drugo, je zatvorena. Pilotska palica kod Robinsonovih helikoptera
specifična je i nije kao kod drugih tipova helikoptera pilotu između nogu.
U ovoj letjelici nalazi se između pilota i putnika, a prema svakom od njih
račva se jedan krak, tako da izgledom podsjeća na slovo T.
Vrata se mogu ukloniti, što se često čini kad se obavljaju letovi zbog
fotografiranja, za hlađenje kabine kad su visoke temperature ili zbog
uštede na manjoj masi.
Helikopter R22 Beta pogodan je za početnu obuku nakon koje mladi piloti
prelaze na veće tipove helikoptera s klipnim ili turboosovinskim motorima.
100
The Robinson R22 is a lightweight civil
helicopter with two seats, manufactured
by Robinson Helicopter Company. It was
designed by Frank Robinson ca. 1973
and has been manufactured since 1979
It is powered by a single piston engine and has a semi-rigid main rotor
and a two-blade tail rotor.
Thanks to its relatively low price and maintenance cost, the R22 is still
very popular across the world as a training aircraft and is still frequently
used for air filming (media), but also purchased by the owners of large
ranches in the USA and Australia for surveillance purposes.
The basic structure of the aircraft consists of welded chromed steel
pipes. The front part of the fuselage is made of fiberglass and aluminum.
Its tail and vertical and horizontal stabilizers are made of aluminum.
The cabin is closed, with two seats next to each other. In Robinson’s
helicopters, the collective lever is unusually positioned, not situated
between pilot’s legs like in other helicopter types. In this aircraft, it is
situated between the pilot and passengers, with one arm extending
toward each of them, resembling the letter T.
The door may be removed, which is often done in case of flights for
filming purposes, for cooling the cabin when the temperature is high or to
decrease the weight and thus increase its efficiency.
The R22 Beta helicopter is suitable for basic training, after which young
pilots switch to larger types of helicopters with piston or turboshaft
engines.
Helikopter u letu (iz arhive Ivana Šimića)
Helikopter u letu (iz arhive Ivana Šimića)

101
 Robinson R-22 Beta, 9A-HAG

Osamnaest godina nakon posljednjeg leta helikoptera s klipnim motorom,
Zrakoplovna jedinica MUP-a RH ponovno je nabavila helikopter s istim
tipom motora. U jesen 1995. godine kupljen je helikopter R22 Beta iz
SAD, gdje je imao registraciju N595HS. Helikopter je proizveden pod
tvorničkim brojem 2541, a dolaskom u Hrvatsku upisan je u registar
pod registracijom 9A-HAG. Zanimljivo je da je u bivšoj Jugoslaviji
jedan helikopter tipa AB 47J iz sastava HJ RSUP-a SR Hrvatske imao
registraciju YU-HAG i vjerojatno bi dobio registraciju 9A-HAG da je
korišten poslije 1992. godine.
Helikopter R22 Beta je u Zrakoplovnoj jedinici korišten za izobrazbu
mladih pilota koji su se osposobljavali za pilota helikoptera. Koristio
se i za trenažu pilota koji su već imali dozvole za letenje helikopterima
jer su troškovi njegova korištenja bili manji nego drugih helikoptera iz
flote Zrakoplovne jedinice. Kako je Zrakoplovna jedinica MUP-a RH od
1995. do 2003. godine u svom sastavu imala četiri tipa letjelica (pet
ako se računa da je AB 206 drukčiji tip od Bell 206), zaključeno je kako
Eighteen years after the last flight of piston engine helicopter, the Aviation
Unit of the Ministry of the Interior of the Republic of Croatia once again
purchased a helicopter with the same type of engine. In the summer
of 1995, they purchased an R22 Beta helicopter from the USA, where
its registration number was N595HS. The helicopter was manufactured
under the serial number 2541 and was on arrival in the Republic of
Croatia registered under the registration number 9A-HAG. It is interesting
to note that an AB 47J helicopter in former Yugoslavia, used within the
Helicopter Unit of the Republican Secretariat of the Interior of SR Croatia,
had the registration number YU-HAG and would probably be assigned
the registration number 9A-HAG if it were used after 1992.
Within the Aviation Unit, the R22 Beta helicopter was used to train young
helicopter pilots. It was also used for training pilots who already held
helicopter flying licenses because the costs of its use were lower than
those of other helicopters within the Aviation Unit’s fleet. As the Aviation
Unit of the Ministry of the Interior of the Republic of Croatia used four

Tehničke značajke: Technical characteristics

Posada: pilot Proizvođač: Robinson Helicopter Crew: 1 pilot Manufacturer: Robinson

Broj putnika: jedan putnik uz pilota
Dužina: 8,74 m
Promjer rotora: 7,67 m
Visina: 2,72 m
Težina (prazan): 389 kg
Težina (pun): 635 kg
Motor: 1 Lycoming O-320-B2C
klipni motor 93 kW/124 KS
Brzina krstarenja: 177 km/h
Maksimalna brzina: oko 189 km/h
Dolet: oko 386 km
Plafon leta: oko 4267 m
Company
Zemlja podrijetla: SAD
Proizvođačeva oznaka zrakoplova:
Robinson R-22 Beta
Registarska oznaka: 9A-HAG
Tvornički broj: 254
Desno: u hangaru Zrakoplovne
jedinice (snimio Mario Grlić)
Number of passengers: 1
passenger in addition to the pilot
Length: 8.74 m
Rotor diameter: 7.67 m
Height: 2.72 m
Empty weight: 389 kg
Gross weight: 635 kg
Engine: 1 Lycoming O-320-B2C
piston engine with 93 kW/124 HP
Cruising speed: 177 km/h
Maximum speed: approx. 189 km/h
Range: approx. 386 km
Maximum altitude: approx. 4267 m
Helicopter Company
Country of origin: USA
Manufacturer’s identification:
Robinson R-22 Beta
Registration number: 9A-HAG
Serial number: 254
Right: Robinson R-22 Beta in an
Aviation Unit Hangar
(photographed by Mario Grlić)

102
bi iz uporabe trebalo izbaciti R22, kao i veliki Mil Mi-8, jer su oba tipa
helikoptera tada bila nepotrebna, a korištenje i nabavka pričuvnih dijelova
ne bi bilo ekonomično. Tako je karijera helikoptera R22 Beta registracije
9A-HAG u Zrakoplovnoj jedinici MUP-a RH okončana 2007. godine.
types of aircraft (five if the AB 206 is considered a different type than the
Bell 206) between 1995 and 2003, they concluded that the R22 and the
large Mil Mi-8 should be put out of service because both these types
were unnecessary at the time and their use and purchasing spare parts
would not be economical. Thus the career of the R22 Beta helicopter with
the registration number 9A-HAG in the Aviation Unit of the Ministry of the
Interior of the Republic of Croatia was ended in 2007.
103
104
Krajnje lijevo: guranje helikoptera po
cesti (iz arhive Ivana Šimića)
Lijevo: u hangaru Zrakoplovne jedinice,
pogled sprijeda (snimio Mario Grlić)
Dolje: Pogled na instrument ploču i
polugu za upravljanje (snimio Mario
Grlić)
Sljedeća stranica: Završetak ispušne
grane motora (snimio Mario Grlić)

Far left: Pushing a helicopter down

the road (from the archives of Ivan
Šimić)
Left: In the Aviation Unit hangar, front
view (photographed by Mario Grlić).
Bottom: A view of the control board
and collective lever (photographed
by Mario Grlić)
Next page: End of the engine
exhaust manifold (photographed by
Mario Grlić).

105
106
 Mil
Mi-8 MTV-1
107
 Helikopter Mi-8 jedan je od veterana
zrakoplovstva i vjerojatno najrašireniji
model helikoptera u svijetu. Spada
u kategoriju srednjeg transportnog
helikoptera razvijenog u bivšem SSSR-u
kao protuteža američkom helikopteru
Sikorsky S-61
Proizvođač helikoptera Mil OKB ime je dobio prema Mihailu Milu,
osnivaču i konstruktoru helikoptera. Prvi helikopter, koji je izašao iz
tvornice Mil OKB, bio je Mil Mi-1 (NATO oznaka: Hare) 1948. godine.
Iz tvornice helikoptera Mil od početaka izlaze veoma uspješni modeli
helikoptera Mi-2, Mi-4 i veliki transportni helikopter Mil Mi-6 (NATO
oznaka: Hook). Mihail Mil uviđa da srednji transportni helikopter tipa Mil
Mi-4, pogonjen klipnim motorom, neće moći izvršavati sve postavljene
mu zadaće. Zato tadašnjem rukovodstvu Sovjetskog Saveza predlaže
početak proizvodnje helikoptera s turboosovinskim motorom na osnovi
već postojećeg Mil Mi-4 helikoptera. Istina je da je Mihail Mil imao na umu
jedan potpuno novi koncept, ali ga zbog političko-gospodarskog stanja u
Sovjetskom Savezu nije imao hrabrosti predložiti.
Novi model dobiva oznaku V-8. Za motor je odabran Soloviev AI-24 2
turboosovinski motor. Odmah nakon prvog leta, koji se ostvario 1961.
godine, ustvrdilo se kako model s jednim motorom neće imati dostatnu
snagu za izvršavanje svih predviđenih zadaća pa se odlučuju za njegov
redizajn. Kako su vojni zapovjednici, a i vodstvo Sovjetskog Saveza, bili
zadovoljni helikopterom Mil Mi-4, Mihail Mil je imao tešku zadaću uvjeriti
ih da bi umjesto redizajna helikoptera V-8 trebalo napraviti potpuno novi
model. Na kraju je uspio, jer mu je odobreno da konstruira novi srednji
transportni helikopter s dva turboosovinska motora. Model dobiva ime
V-8A i nove Isotov TV2 motore. Zanimljivo je da je to bio prvi mlazni
motor koji je u Sovjetskom Savezu konstruiran isključivo za helikoptere.
Svi prijašnji mlazni motori bili su konstruirani za zrakoplove pa potom
prepravljani za helikoptere. Novi model helikoptera prvi je put poletio
108
The Mi-8 helicopter is one of the
aviation veterans and probably the
most widely used helicopter model in
the world. It is classified as a medium-
sized transport helicopter developed
in the former USSR as a rival to the US
helicopter Sikorsky S-61
The helicopter’s manufacturer Mil OKB was named after Mihail Mil,
founder and designer of the helicopter. The first helicopter to come
out of the Mil OKB factory was a Mil Mi-1 (NATO designation: Hare)
in 1948. From the very beginning, the Mil helicopter factory produced
very successful helicopter models, the Mi-2 and Mi-4, as well as the
large transport helicopter Mil Mi-6 (NATO designation: Hook). Mihail Mil
realized that the medium-sized Mil Mi-4 transport helicopter featuring
a piston engine will not be able to perform all tasks assigned to it. He
therefore suggested to the Soviet Union government to start making
a helicopter with a turboshaft engine based on the existing Mil Mi-4
helicopter. Mihail Mil actually had a whole new concept in mind, but he
did not have the courage to propose it due to the political and economic
situation in the Soviet Union.
The new model was identified as V-8. The selected engine was the
Soloviev AI-24 2 turboshaft engine. It was established right after the first
flight taken in 1961 that the single engine model would not have enough
power to perform all tasks assigned to it, so they decided to redesign the
helicopter. As the military commanders and senior officials of the Soviet
Union were satisfied with the Mil Mi-4 helicopter, Mihail Mil faced the
difficult task of convincing them to make a whole new model instead of
redesigning the V-8. He ultimately succeeded in this and was authorized
to design a new medium-sized transport helicopter with two turboshaft
engines. The model was named V-8A and equipped with new Isotov TV2
engines. It is interesting to note that this was the first jet engine designed
exclusively for helicopters in the Soviet Union. All previous jet engines
U letu preko
Velebita. Pilot je
Boris Kralj (iz arhive
Alena Sambolca)

Flying over
Velebit. Boris Kralj
is the pilot (from
the archives of
Alen Sambolac)

109
 2. kolovoza 1962. godine. Kako je vojska i dalje odbijala odbaciti
pouzdane Mil Mi-4 helikoptere, Mil je u tvornici u Kazanu započeo
proizvodnju putničke inačice V-8A helikoptera za sovjetski Aeroflot.
Otprilike istodobno u Vijetnamu je počeo rat između SAD-a i Sjevernog
Vijetnama, a kako se prijevoz trupa helikopterima tipa UH-1 Huey
(tj. helikopter AB 204), koji je koristio turboosovinski motor, pokazao
učinkovitim rješenjem, sovjetska vojska zatražila je da se započne
što brža proizvodnja helikoptera za prijevoz trupa i tereta koji dobiva
oznaku Mil Mi-8 (NATO oznaka: Hip). Helikopter je u sastav sovjetskih
zračnih snaga uveden 1967. godine. Prva inačica Mil Mi-8 helikoptera,
proizvedena u većem broju, jest Mil Mi-8T (NATO: Hip C) pogonjen dvama
Klimov TV2-117 motorima (proizvođač Klimov je od Isotova preuzeo
proizvodnju motora TV2).
Kako ga je krasila izdržljivost, pouzdanost i niska cijena, helikopter postaje
sve traženiji. Najveći naručitelj bile su oružane snage bivšeg SSSR-a, ali i njima
savezničke zemlje, što je potaknulo otvaranje nove proizvodne trake u tvornici
u Ulan Udeu.
Proizvodnja, s bezbrojnim modelima za vojne i civilne potrebe, traje i
danas. Proizvodnja traje i danas s bezbrojnim modelima za vojne i civilne
potrebe. O njihovoj pouzdanosti govori i sporazum između Oružanih
snaga SAD-a s ruskim proizvođačima “Rosoborneksport” kojim američki
Kongres odobrava nabavu 33 vojno-transportna helikoptera M17V5 za
oružane snage Afganistana. Inačicu helikoptera Mil Mi-8T nabavila je
i bivša Jugoslavija od Sovjetskog Saveza (od 1968. godine). Do 1981.
godine nabavljena su 93 helikoptera za potrebe JNA, a najmanje dva od
njih bila su na korištenju u tadašnjem Saveznom Sekretarijatu unutrašnjih
poslova. Kad se početkom devedesetih godina prošlog stoljeća Republika
Hrvatska osamostalila i kad je izvršena agresija na našu domovinu,
državni vrh odlučuje kako bi bilo najbolje nabaviti helikoptere koje naši
piloti odlično poznaju, jer su na njima letjeli u tadašnjoj JNA. Logično
rješenje bilo je nabaviti upravo Mil Mi-8. Igrom sudbine prvi helikopter
ZNG RH bio je Mi-8T, koji je zarobljen od JNA. Tijekom 1992. i 1993.
godine na civilnom tržištu se kupuju helikopteri tipa Mi-8 (u različitim
inačicama) za Zbor narodne garde RH (kasnije postaje Hrvatska vojska),
a dva helikoptera tipa Mil Mi-8MTV-1 nabavlja i MUP RH za Zrakoplovnu
jedinicu Specijalne policije. Ministarstvo unutarnjih poslova RH nabavlja
i jedan helikopter tipa Mil Mi-8PS-11 za potrebe prijevoza Predsjednika
Republike Hrvatske i visokih dužnosnika.
110
had been designed for airplanes and then retrofitted for helicopters. The
new helicopter model took its first flight on 2 August 1962. As the army
still refused to discard their reliable Mil Mi-4 helicopters, Mil started to
produce a passenger version of the V-8A helicopter for the Soviet Aeroflot
in the factory in Kazan. Around this time, a war broke out in Vietnam
between the USA and North Vietnam, and as carrying fuselages by using
UH-1 Huey helicopters (i.e. AB 204) featuring a turboshaft engine proved
to be an efficient solution, the Soviet Army requested that the production
of helicopters for carrying fuselages and cargo start as soon as possible,
which helicopter was then named Mil Mi-8 (NATO designation: Hip). The
h was introduced to the Soviet Air Force in 1967. The first version of the
Mil Mi-8 manufactured in large numbers was the Mil Mi-8T (NATO: Hip C),
powered by two Klimov TV2-117 engines (Klimov took over the production
of the TV2 engine from Isotov).
As the helicopter was robust, reliable and had a low price, the demand
for it increased. The largest customer was the armed forces of the
former USSR, but also their allies, which resulted in the opening of a new
production line in the factory in Ulan Ude.
They are still being produced, with countless models for military and
civil purposes. Their reliability is also demonstrated by a contract for the
supply of 33 military transport M17V5 helicopters between the US. Armed
Forces and the Russian manufacturer Rosoborneksport approved by the
U.S. Congress, intended to be used by the armed forces of Afghanistan.
One of the versions of the Mil Mi-8T helicopter was also purchased by the
former Yugoslavia from the Soviet Union (starting in 1968). By 1981, 93
helicopters were purchased for the Yugoslav National Army and at least
two of them were used by the former Federal Secretariat of the Interior.
After the Republic of Croatia gained its independence in the early 1990s
and after the aggression on Croatia, senior state officials decided it would
be best to purchase helicopters our pilots are completely familiar with
because they had flown them in the former Yugoslav National Army. A
logical solution would be to purchase the Mil Mi-8. As it happened, the
first helicopter used by the Croatian National Guard was an Mi-8T seized
from the YNA. In 1992 and 1993, different versions of the Mi-8 helicopter
were purchased on the civil market for the Croatian National Guard (later
to become the Croatian Army), while the Ministry of the Interior of the
Republic of Croatia also purchased two Mil Mi-8MTV-1 helicopters for the
Special Police Aviation Unit. The Ministry of the Interior of the Republic
of Croatia also purchased a Mil Mi-8PS-11 helicopter for transporting the
President of the Republic of Croatia and senior officials.
Pripadnici specijalne jedinice
policije „Alfa“ PU zagrebačke prije
ulaska u helikopter, Velebit, 1994.
(iz knjige „Alfe žive vječno“),

Members of the Alfa Special

Police Unit of the Zagreb Police
Administration before boarding
a helicopter, photographed on
Velebit in 1994 (from the book
„Alfe žive vječno“)

111
 Mil Mi-8MTV-1, 9A-HAC

Helikopter Mil Mi-8MTV-1 je civilna verzija srednjeg transportnog
helikoptera. Helikopter je proizveden u tvornici u Kazanu u srpnju 1992.
za zrakoplovnu kompaniju Aeroflot. Dolaskom u Zrakoplovnu jedinicu
MUP-a RH 1993. godine helikopter se koristi za prijevoz specijalne
policije i tereta na bojište i sa bojišta diljem Hrvatske. Druge zadaće ovog
helikoptera bile su izvlačenje ranjenika, traženje i spašavanje unesrećenih
na kopnu i moru te hitna helikopterska medicinska služba. Helikopter
se koristio i za obuku specijalnih policijskih snaga za desantiranje i u
padobranskim skokovima te za obuku i prijevoz vatrogasaca na požarišta
diljem hrvatske obale.
Za korištenje ovog helikoptera nakon Domovinskog rata sve je manje
potrebe pa se događa da mjesecima ne poleti. Kako su na tom su tipu
letjelice zaposlena trojica pilota i jedan zrakoplovni tehničar, postavlja
se pitanje treniranosti pilota za obnašanje letačkih zadaća. S obzirom
da je Hrvatsko ratno zrakoplovstvo cijelo razdoblje korištenja servisiralo
ove tipove letjelica, helikopter je 2000. godine predan Hrvatskoj vojsci na
korištenje, a 2003. godine je prodan u Litvu.
The Mil Mi-8MTV-1 helicopter is a civilian version of a medium-sized
transport helicopter. The helicopter was manufactured at the factory in
Kazan in July of 1992 for Aeroflot. After becoming part of the Aviation
Unit of the Ministry of the Interior of the Republic of Croatia in 1993, the
helicopter was used to transport special police members and cargo to
and from battlefields across Croatia. It was also used to pull out the
wounded, searching and rescuing victims on land and at sea, and for
emergency helicopter medical services. It was also used for training
special police forced for air raids and parachute jumps, as well as for
training and transporting firemen to fire sites along the Croatian coast.
After the Homeland War, there was less and less need to use this
helicopter. It was sometimes unused for months, while three pilots and
one aviation technician were in charge of it, so the issue arose of how
these pilots were trained for their flying missions. As these types of
aircraft were maintained by the Croatian Air Force, the helicopter was
handed over to the Croatian Army in 2000 and was then sold to Lithuania
in 2003.

Tehničke značajke: Technical characteristics

Posada: 3 člana kW / 1.950 KS Crew: 3 Maximum speed: approx. 250

Broj putnika: 24 do 30 putnika s
opremom
Maksimalna težina tereta: oko 4000
kg u unutrašnjosti, oko 5000 kg na
vanjskoj podvjesnoj kuki.
Dužina: 18,47 m
Promjer rotora: 21,25 m
Visina: 4,76 m
Težina (prazan): 7490 kg
Težina (pun): 11.100 kg
Maksimalna dopuštena poletna
težina: 13.000 kg
Motori: 2 x turboosovinski motor
Klimov TV3-117MT, snage 1.454
Maksimalna brzina: oko 250 km/h
Operativni radijus: oko 465 km
Maksimalni dolet: oko 950 km
Plafon leta: oko 6000 m
Proizvođač: Mil OKB
Zemlja podrijetla: Rusija
Proizvođačeva oznaka zrakoplova:
Mil Mi-8 MTV-1
Registarska oznaka: 9A-HAC
Serijski broj: 95978
Number of passengers: 24 to 30
passengers including equipment
Maximum load: approx.. 400 kg in
the interior, approx.. 5000 kg on the
exterior sling hook
Length: 18.47 m
Rotor diameter: 21.25 m
Height: 4.76 m
Empty weight: 7490 kg
Gross weight: 11 100 kg
Maximum takeoff weight: 13 000
kg
Engine: 2 x turboshaft Klimov TV3-
117MT 1,454 kW / 1,950 HP
km/h
Operating radius: approx. 465 km
Range: approx. 950 km
Maximum altitude: approx. 6000 m
Manufacturer: Mil OKB
Country of origin: Russia
Manufacturer’s identification:
Mil Mi-8 MTV-1
Registration number: 9A-HAC
Serial number: 95978

112
113
 Prethodna stranica: na provizornom
uzletištu na Kleku
(iz arhive Muzeja policije)
Ova stranica: helikopter obojan u novu
shemu. Snimljeno na dan preleta sa
stajanke MUP-a na stajanku ZB Lučko
(sve tri snimio Željko Pračić)

Sljedeća stranica: pripadnici specijalne

jedinice policije „Alfa“ PU zagrebačke
pri utovaru topa ZIS 76 mm, Velebit
1994.g. (iz knjige „Alfe žive vječno“)

Previous page: On a provisional runway

on Klek (from the archives of the Police
Museum)
Current page: A helicopter with a new
paint scheme. Photographed on the day
of flying from Interior Ministry’s apron to
the Lučko Air Base apron
( all three photos by Željko Pračić)

Next page: Members of the Alfa

Special Police Unit of the Zagreb Police
Administration loading a ZIS 76 mm
cannon, on Velebit in 1994 (from the
book „Alfe žive vječno“)

114
115
 Mil Mi-8MTV-1, 9A-HAD

Za helikopter s hrvatskom registracijom 9A-HAD vrijede iste odrednice
kao i za njegova parnjaka s registracijom 9A-HAC - od proizvodnje,
tehničkih značajki do korištenja. Jedino im je sudbina bila drugačija.
Ono što ih razlikuje jest serijski broj: 95988. U Republiku Hrvatsku
dolazi u istoj skupini s helikopterom 9A-HAC. Oba helikoptera obojana
su standardnom shemom kao kod Aeroflota i te sheme zadržavaju do
sredine 1995. godine.
Početkom 1995. godine helikopter odlazi na remont u tadašnji
Zrakoplovno tehnički centar „Zmaj“ u Velikoj Gorici, kada mu se tijekom
remonta mijenja shema bojanja - iznad plave crte s kojom je došao u
Hrvatsku dodaje se tanja crvena crta, što je trebalo asocirati na boje
hrvatske trobojnice.
Helikopter se koristio u svim vojnoredarstvenim akcijama Hrvatske
vojske i policije sve do akcije „Poskok 2“. U toj je akciji tijekom prijevoza
pripadnika specijalne policije na Velebit 27. lipnja 1995. godine imao
nesreću. Srećom, nije bilo poginulih osoba, teže je ozlijeđen mehaničar-
The manufacturing, technical and utilization characteristics of the
helicopter with the registration number 9A-HAC also apply to its
counterpart with the Croatian registration number 9A-HAD. Only their
destinies were different.
What makes them different is the serial number: 95988. It arrived in the
Republic of Croatia in the same group as 9A-HAC. Both helicopters have
a standard Aeroflot paint scheme, which they retained until mid-1995.
In early 1995, the helicopter was overhauled at the former Aviation
Technical Center Zmaj in Velika Gorica where they changed its paint
scheme – a narrower red line was added above the blue line it featured
on arrival in the Republic of Croatia, which should symbolize
the Croatian three-colored flag.
The helicopter was used in all military and police operations undertaken
by the Croatian Army and Croatian Police until the Poskok 2 operation.
While carrying special police members to Velebit during the operation
on 27 June 1995, the helicopter had an accident. Fortunately, nobody

Tehničke značajke: Technical characteristics

Posada: 3 člana
Broj putnika: 24 do 30 putnika s
opremom
Maksimalna težina tereta: oko
4.000 kg u unutrašnjosti, oko
5.000 kg na vanjskoj podvjesnoj
kuki
Dužina: 18,47 m
Promjer rotora: 21,25 m
Visina: 4,76 m
Težina (prazan): 7490 kg
Težina (pun): 11.100 kg
Maksimalna dozvoljena poletna
težina: 13 000 kg
Motori: 2 x Klimov TV3-117MT
turboosovinski motor, snage 1454
kW/ 1950 KS
Maksimalna brzina: oko 250 km/h
Operativni radijus: oko 465 km
Maksimalni dolet: oko 950 km
Plafon leta: oko 6000 m
Proizvođač: Mil OKB
Zemlja podrijetla: Rusija
Proizvođačeva oznaka
zrakoplova: Mil Mi-8 MTV-1
Registarska oznaka: 9A - HAD
Serijski broj: 95988
Crew: 3
Number of passengers: 24 to 30
passengers including equipment
Maximum load: approx. 4.000 kg
in the interior, approx. 5.000 kg
on the exterior sling hook
Length: 18.47 m
Rotor diameter: 21.25 m
Height: 4.76 m
Empty weight: 7490 kg
Gross weight: 11.100 kg
Maximum takeoff weight:
13.000 kg
Engine: 2 x Klimov TV3-117MT
turboshaft engine with 1454 kW/
1950 KS
Maximum speed: approx. 250 km/h
Operating radius: approx. 465 km
Range: approx. 950 km
Maximum altitude: approx. 6000 m
Manufacturer: Mil OKB
Country of origin: Russia
Manufacturer’s identification:
Mil Mi-8 MTV-1
Registration number: 9A - HAD
Serial number: 95988

116
letač, dok su ostali putnici lakše ozlijeđeni.
Nakon nesreće helikopter je bio neuporabiv pa je otpisan i brisan iz
registra zrakoplova. Ispravni dijelovi su skinuti s njegove olupine i
iskorišteni kao zamjena u drugom helikopteru istog tipa koji je nastavio
služiti u sklopuZrakoplovne jedinice Ministarstva unutarnjih poslova
Republike Hrvatske.
was killed, the pilot/mechanic was seriously injured, while the rest of the
passengers suffered mild injuries.
After the accident, the helicopter was useless, so it was decommissioned
and removed from the aircraft registry. The functioning parts were
removed from the wreck and used as replacements in another helicopter
of the same type, which continued to serve in the Aviation Unit of the
Ministry of the Interior of the Republic of Croatia.
117
118
Prethodna stranica: helikopter u bazi
specijalne policije na Velebitu, zima
1993./94. (iz arhive Muzeja policije)
Lijevo: smjena liječničke ekipe u bazi na
Velebitu, zima 1993./94. g
(iz arhive Muzeja policije)
Sredina: utovar helikoptera potrebnim
namirnicama i lijekovima za pripadnike
specijalne jedinice policije „Omega“ PU
bjelovarske u bazi na Velebitu. Lukovo
Šugarje, 1994. g.
(iz arhive Muzeja policije)
Gore: penjanje pripadnika specijalne
policije prema helikopteru
(iz arhive Muzeja policije)
Previous page: A helicopter at the
Special Police base on Velebit,
photographed in the winter of
1993/1994 (Police Museum archives)
Left: A medical teams handing
over a shift at a base on Velebit,
photographed in the winter of
1993/1994 (Police Museum archives)
Center: Loading the necessary
food and medicines for the
members of the Omega Special
Police Unit of the Bjelovar Police
Administration stationed at a
base on Velebit onto a helicopter,
photographed in Lukovo Šugarje
in 1994 (Police Museum archives)
Up: Special Police members
climbing toward a helicopter
(Police Museum archives)
119
 Mil Mi-8PS-11, 9A-HAE

Na osnovi helikoptera tipa Mil Mi-8T Hip C, tvornica Mil OKB je prema
narudžbi tadašnjeg sovjetskog rukovodstva napravila salonsku inačicu
koja je dobila oznaku Mil Mi-8S (ili PS). Ovisno o broju sjedala u putnoj
kabini, helikopteri ove namjene dobivali su i brojčani sufiks pa su modeli
Mi-8PS-7 imali sedam sjedala u putničkoj kabini, dok su modeli Mi-
8PS-11 imali jedanaest. Ono što razlikuje ove helikoptere od drugih ovog
tipa su četverokutni prozori na putničkoj kabini. Neki od njih su, poput
ovog, umjesto rampe na stražnjem dijelu trupa imali ugrađenu rampu
sa stubama. Kako se radi o tzv. VIP konfiguraciji, putnički prostor ovih
letjelica obložen je materijalima koji smanjuju buku motora, raskošno
su opremljeni namještajem, a sjedala mogu biti obložena kožom. Na
ove tipove helikoptera, a što je ovisilo o narudžbi kupca, ugrađivao se
klimatizacijski uređaj i utezi na korijenu glavnog rotora radi smanjenja
trešnje prilikom vrtnje krakova rotora.
Ovaj helikopter proizveden je u Milovoj tvornici u Kazanu po narudžbi iz
Poljske, gdje je dobio registraciju SP-SZR. Ministarstvo unutarnjih poslova
RH kupuje ga 1993. godine i trebao je služiti za prijevoz Predsjednika
Republike Hrvatske, visokih državnih dužnosnika i visokih stranih
Based on the Mil Mi-8T Hip C, Mil OKB produced a salon version of the
helicopter as commissioned by the former Soviet government, which was
designated as Mil Mi-8S (or PS). Depending on the number of seats in
the passenger cabin, these helicopters were also assigned a numerical
suffix – the Mi-8PS-7 models featured seven seats in the passenger cabin,
while the Mi-8PS-11 had eleven seats. What makes these helicopters
different from other helicopters of the type are the rectangular windows
on the passenger cabin. Some of them, such as this one, featured a ramp
with stairs instead of the ramp in the rear end of the fuselage. As this
is a so-called VIP configuration, the passenger area in these aircraft is
lined with material reducing engine noise, equipped with luxury furniture,
and the seats may be lined with leather. These types of helicopters also
featured air conditioners and weights at the base of the main rotor to
reduce vibrations during rotation of the blades, which depended on the
customers’ order.
This helicopter was manufactured in Mil’s factory in Kazan according to
an order received from Poland, where it was assigned the registration
code SP-SZR. The Ministry of the Interior of the Republic of Croatia

Tehničke značajke: Technical characteristics

Posada: 3 člana Proizvođač: Mil OKB Crew: 3 Manufacturer: Mil OKB

Broj putnika: 11 Zemlja podrijetla: SSSR Number of passengers: 11 Country of origin: USSR
Dužina: 18,17 m Proizvođačeva oznaka zrakoplova: Length: 18.17 m Manufacturer’s identification: Mil
Promjer rotora: 21,29 m Mil Mi-8PS-11 Rotor diameter: 21.29 m Mi-8PS-11
Visina: 5,65 m Registarska oznaka: 9A-HAE Height: 5.65 m Registration number: 9A-HAE
Težina (prazan): 7260 kg Tvornički broj: 10662 Empty weight: 7260 kg Serial number: 10662
Težina (pun): 12 000 kg Gross weight: 12 000 kg
Motor: 2 x turbo-osovinska Engine: 2 x turboshaft Klimov TV2-
motora tipa Klimov TV2-117A 117A engine with 1251kW/ 1677 HP
sa 1251kW/ 1677 KS Maximum speed: 249 km/h
Maksimalna brzina: 249 km/h Range: 450 km
Dolet: 450 km Maximum altitude: 4500 m
Plafon leta: 4500 m
120

gostiju. Iako je nominalno bio vlasništvo Zrakoplovne jedinice MUP-a
RH, helikopter nikada nije korišten za njezine potrebe, već se nalazio
na vojnom dijelu zrakoplovne baze Lučko, gdje su ga koristili, uz druge
salonske inačice ovog helikoptera, pripadnici 28. eskadrile transportnih
helikoptera Hrvatskog ratnog zrakoplovstva.
Ovaj i drugi tzv. VIP helikopteri bili su obojeni u bijelu boju, a uz
registraciju, koja se nalazila na repnoj gredi, na sebi su imali grb i zastavu
Republike Hrvatske. Godine 2001. ili 2002. helikopter je u potpunosti
prešao iz sastava Zrakoplovne jedinice MUP-a RH u sastav HRZ-a.
purchased it in 1993 for the purpose of transporting the President of the
Republic of Croatia, senior public officials and important foreign guests.
Although it was formally owned by the Aviation Unit of the Ministry of
the Interior of the Republic of Croatia, the helicopter was never used
for their purposes but was kept within the military section of the Lučko
Aviation Base where it was used, in addition to other salon versions
of this helicopter, by the 28th Transport Helicopter Squadron of the
Croatian Air Force.
This one and the other VIP helicopters were painted completely in white
and also featured the coat of arms and flag of the Republic of Croatia in
addition to the registration code displayed on the tail boom.
In 2001 or 2002, the helicopter was entirely transferred from the Aviation
Unit of the Ministry of the Interior of the Republic of Croatia to the
Croatian Air Force.
121
 Prethodna stranica: bojanje s ruskih na
hrvatske oznake u Remontnom zavodu
„Zmaj“ u Velikoj Gorici, lipanj 1993.g.
Helikopter je u potpunosti obojan u
bijelo. (snimio Vojislav Jereb)
122
Gore: Helikopter 9A-HAE nalazi se
iza helikoptera 9A-HRH (Helikopter
Republike Hrvatske) na vojnom dijelu
aerodroma Lučko (snimio Zdravko
Lenac)
Previous page: Painting Croatian
signs over the Russian signs at the
Overhaul Institute Zmaj in Velika
Gorica, photographed in June of
1993. The helicopter was painted
completely in white (photographed
by Vojislav Jereb)
Up: Photographed from another
angle: the 9A-HAE helicopter is on
the right, with the 9A-HRH helicopter
up close, featuring the symbol of the
Republic of Croatia (photographed
by Zdravko Lenac)
 AIRBUS
HELICOPTERS
C 135P2+
123
 Airbus Helicopters proizvođač je
helikoptera nastao spajanjem nekoliko
europskih proizvođača. Početak
spajanja započeo je 1992. godine, a
novostvorena korporacija dobila je ime
Eurocopter Group spajanjem kompanije
Aerospatiale iz Francuske i Deutche
Aerospace AG (DASA) iz Njemačke
DASA je u novostvorenu kompaniju pridružila tvrtke kćeri MBB, što je
skraćenica za poznate kompanije Messerschmitt-Bolkow-Blohm i VFW
(prvi u svijetu proizveli su helikopter koji je ušao u operativnu primjenu).
Eurocopteru se pridružio i španjolski proizvođač CASA, važan za ovu
priču.
U siječnju 2014. godine korporacija provodi tzv. re-branding te
dobivaju sadašnje ime i postaju tvrtka kćer Airbus Group, odnosno
europske korporacije EADS. Sjedište kompanije je u Marseillesu na
obali Sredozemnog mora. Osim pogona u Francuskoj (Marignane i La
Courneuve), imaju svoje pogone i u Donauworthu u Njemačkoj, Albaceteu
u Španjolskoj, Brisbanu u Australiji i Grand Prairijeu u SAD-u. Svaki
od pogona dobio je ime po zemlji u kojoj se nalazi. Tako je tvornica
smještena u Albaceteu dobila ime Airbus Helicopters España, a ona u
SAD zove se Airbus Helicopters North America.
Airbus Helicopters i njezini prethodnici proizveli su širok asortiman
helikoptera, od lakih civilnih i vojnih do teških transportnih i borbenih.
Aerospatiale, koji je dio Airbus Helicopters, proizveo je prvi helikopter s
turboosovinskim motorom 1955. godine te prvi helikopter s fenestronom
(naziv za repni rotor koji je smješten u kružnom kućištu koje se nalazi
unutar repnog vertikalca). Bio je to Sa.341 Gazelle koji se po licenci
proizvodio u mostarskom poduzeću „Soko“.
EC135 laki je dvomotorni helikopter koji se najviše koristi za policijske
124
Airbus Helicopters is a helicopter
manufacturer resulting from
the merger of several European
manufacturers. The merger began in
1992 and the resulting corporation
was named Eurocopter Group after
the merger of Aerospatiale of France
and Deutche Aerospace AG (DASA) of
Germany
DASA merged its MBB (short for Messerschmitt-Bolkow-Blohm and
VFW) subsidiaries, which were the first in the world to produce an
operationally used helicopter, into the newly established company.
Eurocopter was also joined by the Spanish manufacturer CASA, relevant
to this story.
In January of 2014, the corporation was rebranded, given its present
name, and has become a subsidiary of Airbus Group, that is the
European corporation EADS. The company is headquartered in
Marseilles on the coast of the Mediterranean Sea. In addition to their
plant in France (Marignane and La Courneuve), they also have plants in
Donauworth, Germany, Albacete, Spain, Brisbane, Australia, and Grand
Prairie, USA. Each plant was named after the respective country. The
factory in Albacete was thus named Airbus Helicopters España, while
the one in the USA is called Airbus Helicopters North America.
Airbus Helicopters and its predecessors produced a wide range of
helicopters, from light civil and military helicopters to heavy transport
and combat helicopters. Aerospatiale, which is part of Airbus
Helicopters, produced the first helicopter with a turboshaft engine in
1955 and the first helicopter with a Fenestron (a tail rotor located in the
vertical tail stabilizer) .It was the Sa.341 Gazelle, also produced under
license in Soko in Mostar.
The EC135 is a light twin-engine helicopter mostly used for police
125
 poslove, prijevoz osoba i za medicinske letove. Helikopterom može
upravljati jedna osoba, a moguće je i instrumentalno letenje. Osim
pilota, helikopter može prevesti do sedam putnika, ovisno o njegovoj
konfiguraciji i podtipu.
Helikopter je u operativnu upotrebu uveden 1996. godine. EC135 je
nastao tako što se uzelo najbolje od njemačkog MBB Bo-105 i francuskog
Sa.341 Gazelle. Razvojni je put započeo od MBB-a pod oznakom Bo-108
davne 1970. godine. Do 1988. godine proizvedena su dva prototipa na
kojima su izvršena mnoga testiranja. Spajanjem njemačkih i francuskih
proizvođača u grupaciju Eurocopter cijeli je projekt doživio mnoge
promjene. Treći prototip Bo-108 dobio je fenestron za razliku od prva dva
koja su imali klasični repni rotor, što se pokazalo kao odlično rješenje.
Nakon testiranja i certificiranja započela je serijska proizvodnja ovog
helikoptera pod imenom EC135.
Godine 2011. kompanija je objavila kako je od početka proizvodnje prije
15 godina, kupcima diljem svijeta isporučila tisuću helikopter tipa EC 135.
U 2013. godini objavljeno je kako je helikopterima EC 135 u svijetu
obavljeno oko 25 posto svih letova u hitne medicinske svrhe te da je
kompanija isporučila više od 500 helikoptera prilagođenih za medicinske
potrebe.
work, transporting people and for medical flights. The helicopter may be
operated by a single person or make instrument flights. In addition to the
pilot, the helicopter is able to carry up to seven passengers, depending
on its configuration and subtype.
The helicopter was put in service in 1966. The EC135 was a result of
taking the best from the German MBB Bo-105 and the French Sa.341
Gazelle. Its development started with the MBB identified as Bo-108 way
back in 1970. By 1988, they made two prototypes used for many tests.
After the German and French manufacturers were merged into Eurocopter
Group, the entire project underwent many changes. The third prototype,
the Bo-108, was given a Fenestron unlike the first two ones that had a
conventional tail rotor, which proved to be an excellent solution. After
testing and certification, serial production of this helicopter began under
the name of EC135.
In 2011, the company disclosed the fact that, since it started production
15 years ago, it has delivered one thousand EC 135 helicopters
worldwide.
In 2013, it was announced that EC 135 helicopters accounted for around
25 percent of all medical emergency flights in the world and that the
company had delivered over five hundred helicopters adapted for medical
purposes.

Prethodna stranica: slijetanje Previous page: A helicopter

helikoptera na stajanku Zrakoplovne landing on the Aviation Unit apron.
jedinice. Na helikopteru se nalaze The helicopter features Spanish
španjolske oznake, 3.10.2013. designations, photographed on 3
(snimio Boran Pivčić) October 2013 (photographed by
Boran Pivčić)
Desno: istog dana kad je preuzet
prvi EC 135 ministar unutarnjih Right: On the same day he took
poslova Ranko Ostojić potpisao over the first EC 135 helicopter,
je sa voditeljicom prodaje tvrtke Minister of the Interior Ranko Ostojić
Eurocopter España, gđom Gemom signed with Ms. Gema Garcia, Sales
Garciom, i ugovor o kupnji drugog Manager at Eurocopter España, a
takvog helikoptera (snimila Dubravka contract to purchase another one of
Pavković-Pogačar) these helicopters (photographed by
Dubravka Pavković Pogačar).

126
127
 Eurocopter EC 135 P2+, 9A-HBA

Ministarstvo unutarnjih poslova Republike Hrvatske je 2013. godine
kupilo dva helikoptera tipa EC135 P2 u tvornici Eurocopter España iz
Albacetea. Prvi od njih je u Hrvatsku, odnosno u zračnu bazu Lučko
pokraj Zagreba, stigao 3. listopada 2013. godine s privremenom
španjolskom registracijom EC-032. Helikopter je proizveden 2009. godine
za španjolsku Guardia Civil i dobio je registraciju HU 26-15. Kako ga
vlasnik nije preuzeo, helikopter je ostao u tvornici konzerviran do 2013.
godine kad ga otkupljuje hrvatska policija. U trenutku dolaska u Hrvatsku
helikopter ima manje od dvadeset sati naleta.
Opremljen je tzv. glass cockpitom (instrumentalnom pločom s
elektroničkim višenamjenskim ekranima koji pokazuju različite osobine
leta i stanja motora), ima zatamnjena stakla putničke kabine, ugrađene
megafone i rezače žica. Od dodatne opreme posjeduje naručeni sustav
FLIR s nekoliko kamera namijenjen za motrenje iz zraka, reflektor za
noćno osvjetljavanje terena s laserskim daljinometrom itd.
In 2013, the Ministry of the Interior of the Republic of Croatia purchased
two EC135 P2 helicopters at Eurocopter España in Albacete. The first
of them arrived in the Republic of Croatia, namely in the Lučko Aviation
Base near Zagreb, on 3 October 2013 with the temporary Spanish
registration number EC-032. The helicopter was manufactured in 2009 for
the Spanish Guardia Civil and was assigned the registration number HU
26-15. As the owner never took it over, the helicopter remained preserved
in the factory until 2013 when it was purchased by the Croatian Police. At
the time of its arrival in Croatia, the helicopter had less than twenty hours
of flight time.
It is equipped with a glass cockpit (an instrument board with multipurpose
electronic screens displaying different flight and engine features), shaded
passenger cabin windows, built-in megaphones and wire cutters.
Optional equipment included a multi-camera system intended for air
surveillance (FLIR - forward looking infrared), a night reflector with a laser
distance meter, etc. The passenger cabin is modular, which means that

Tehničke značajke: Technical characteristics

Posada: 1 ili 2 pilota
Broj putnika: 6 putnika u putničkoj
kabini ili dva nosila + 2 putnika
Dužina: 12,16 m
Promjer rotora: 10,20 m
Visina: 3,51 m
Težina (prazan): 1455 kg
Težina (pun): 2910 kg
Motori: 2 x Pratt & Whitney Canada
PW 206B turbo-osovinska motora,
snaga 498 kW/ 667 KS
Brzina krstarenja: oko 254 km/h
Maksimalna brzina: 287 km/h
Dolet: oko 635 km
Plafon leta: oko 6100 m
Proizvođač: Eurocopter España
Zemlja podrijetla: Španjolska
Proizvođačeva oznaka zrakoplova:
Eurocopter EC 135 P2+ (P2i)
Registracijska oznaka: 9A – HBA
Serijski broj: 689
Crew: 1 or 2 pilot(s) Manufacturer: Eurocopter España
Number of passengers: 6 in the Country of origin: Spain
passenger cabin or two stretchers + 2 Manufacturer’s identification:
passengers Eurocopter EC 135 P2+ (P2i)
Length: 12.16 m Registration number: 9A – HBA
Rotor diameter: 10.20 m Serial number: 689
Height: 3.51 m
Empty weight: 1455 kg
Gross weight: 2910 kg
Engines: 2 x Pratt & Whitney
Canada PW 206B turboshaft
engine, 498 kW/ 667 HP
Cruising speed: approx. 254 km/h
Maximum speed: 287 km/h
Range: approx. 635 km
Maximum altitude: approx. 6100 m

128
129
 Putnička kabina je modularna pa se sjedala mogu relativno brzo zamijeniti
nosilima za medicinski prijevoz.
Svečano preuzimanje helikoptera Eurocopter EC135 P2+ upriličeno je
u Lučkom. Tom je prigodom Vlado Dominić, glavni ravnatelj policije,
potpisao dokumentaciju o preuzimanju helikoptera koji će se koristiti za
nadzor prometa i prijevoz osoba nastradalih u prometnim nesrećama,
nadzor državne granice, akcije potraga i spašavanja i ostale policijske
poslove. Potpredsjednik Vlade RH i ministar unutarnjih poslova Ranko
Ostojić u obilasku isporučenog Eurocoptera EC135 istaknuo je kako
će „nabavka ovog Eurocopter helikoptera pridonijeti zaštiti građana
Republike Hrvatske jer se nesreće događaju, a kad se dogode bitno je
brzo reagirati“. Prethodna stranica: na stajanci
„Ovo je bitan dan jer se prvi put nakon trideset godina kupuje jedan Zrakoplovne jedinice, veljača 2015.
policijski helikopter koji je višenamjenski, a ima i nosila za spašavanje, što (snimio Mario Grlić)
će zamijeniti uporabu velikih vojnih helikoptera. Ovaj helikopter može se Desno: instrument ploča, veljača 2015.
spustiti na autocestu i siguran sam da će pridonijeti sigurnosti građana. (snimio Mario Grlić)
Isporuka podrazumijeva i obuku osam pilota – zrakoplovnih tehničara koji Krajnje desno: slijetanje u predvečerje,
će učiti upotrebljavati ovaj najsuvremeniji helikopter. Ovo je samo jedan 2014. (snimio Boran Pivčić)
od koraka u izgradnji schengenske granice, a za policiju oni znače bitno
unaprjeđenje zrakoplovne flote“ – kazao je ministar Ostojić.

the seats can be relatively quickly replaced by stretchers for medical Previous page: A helicopter at the
transport. apron, photographed in February of
The formal handover of Eurocopter EC135 P2+ was arranged in Lučko. 2015 (photographed by Mario Grlić).
Police Commissioner Vlado Dominić signed the handover documents for Right: A view of the control board
the h hot be used for traffic monitoring and transporting victims of traffic with instruments, photographed in
accidents, monitoring the state border, search and rescue operations February of 2015 (photographed by
and other police work. The Vice Prime Minister of the Republic of Croatia Mario Grlić).
and Minister of the Interior Ranko Ostojić stated during his inspection of Far right: Landing at dusk,
the Eurocopter EC135 that “the purchase of this Eurocopter helicopter photographed in 2014
will enhance the protection of Croatian citizens because accidents will (photographed by Boran Pivčić)
happen, and when they do, we must respond quickly.”
“This is a very important day because a multipurpose helicopter
equipped with stretchers was purchased for the first time after third years
to replace large military helicopters. This helicopter is able to land on a
motorway and I am sure it will improve citizens’ safety. Its supply included
training for eight pilots/aviation technicians who will learn to use this
state-of-the-art helicopter. This is only a single step toward building the
Schengen border, representing a significant improvement of the aviation
fleet for the police” – said Minister Ostojić on the occasion.
130
131
 Airbus Helicopters EC135 P2+,
9A – HBB

Istog dana kad je preuzet prvi EC 135 za potrebe hrvatske policije,
potpisan je i ugovor o kupoprodaji ovog helikoptera. Hrvatska policija
ga je preuzela 28. studenog 2013. godine na policijskom helidromu u
Zrakoplovnoj bazi Lučko. Iz Španjolske do Hrvatske njime je preletjela
hrvatsko-španjolska posada. Helikopter je imao privremenu španjolsku
oznaku EC-030.
The contract to purchase this helicopter was signed on the same day
the first EC 135 was handed over for Croatian Police’s purposes. The
Croatian Police took it over on 28 November 2013 at the Police Heliport
at the Lučko Aviation Base. It was flown from Spain to Croatia by a
combined Croatian and Spanish crew. The helicopter had the temporary
Spanish registration number EC-030.

Helikopter pod registracijom 9A-HBB proizveden je u kompaniji The helicopter under registration number 9A-HBB was manufactured by
Eurocopter u Njemačkoj 2008. godine, dok su tehnički podaci isti kao kod Eurocopter in Germany in 2008, while its technical specification is the
njegova parnjaka s registracijom 9A -HBA. same as that of its counterparts with registration number 9A -HBA.

Tehničke značajke: Technical characteristics

Posada: 1 ili 2 pilota
Broj putnika: 6 putnika u putničkoj
kabini ili dva nosila + 2 putnika
Dužina: 12,16 m
Promjer rotora: 10,20 m
Visina: 3,51 m
Težina (prazan): 1.455 kg
Težina (pun): 2.910 kg
Motori: 2 x Pratt & Whitney
Canada PW 206B turbo-
osovinska motora, snaga 498 kW/
667 KS
Brzina krstarenja: oko 254 km/h
Maksimalna brzina: 287 km/h
Dolet: oko 635 km
Plafon leta: oko 6.100 m
Proizvođač:EurocopterDeutschland
GmbH
Zemlja podrijetla: Njemačka
Proizvođačeva oznaka zrakoplova:
Eurocopter EC 135 P2+ (P2i)
Registracijska oznaka: 9A – HBB
Serijski broj: 725
Desno: helikopter na stajanci
Zrakoplovne jedinice, veljača 2015.g.
(snimio Mario Grlić)
Manufacturer: Eurocopter
Crew: 1 or 2 pilot(s) Deutschland GmbH
Number of passengers: 6 in the Country of origin: Germany
passenger cabin or two stretchers + 2 Manufacturer’s identification:
passengers Eurocopter EC 135 P2+ (P2i)
Length: 12.16 m Registration number: 9A – HBB
Rotor diameter: 10.20 m Serial number: 725
Height: 3.51 m
Empty weight: 1455 kg
Gross weight: 2910 kg
Engines: 2 x Pratt & Whitney
Canada PW 206B turboshaft Right:A helicopter at the Aviation Unit
engine, 498 kW/ 667 HP apron, photographed in February of
Cruising speed: approx. 254 km/h 2015 (photographed by Mario Grlić)
Maximum speed: 287 km/h
Range: approx. 635 km
Maximum altitude: approx. 6100 m

132
133
 Gore: skidanje španjolskih oznaka,
28. 11. 2013. (snimila Dubravka
Pavković-Pogačar)
Sredina: noćni let iznad Zagreba,
2014. g. (snimio Alan Sambolec)
Desno: slijetanje na aerodrom Lučko,
2014.g. (snimio Boran Pivčić)
134
Up: Removing the Spanish Far right: A helicopter
designations, photographed on 28 landing on Lučko Airport,
February 2013 (photographed by photographed in 2014
Dubravka Pavković Pogačar) (photographed by Boran Pivčić)
Right: A night fight over Zagreb,
photographed in 2014 (photographed
by Alan Sambolec).)
135
 Izvlačenje helikoptera traktorom iz
hangara na pistu, veljača 2015.g. (snimio
Mario Grlić)

A tractor pulling a helicopter

from the hangar onto the runway,
photographed in February of 2015
(photographed by Mario Grlić).

136
 CANADAIR
CL-215 i CL-415
137
 Canadair Ltd bila je kanadska
kompanija, osnovana 1944. godine, koja
je proizvodila zrakoplove za civilne i
vojne namjene. Nakon nacionalizacije
i privatizacije 1986. godine postala
je sastavnim dijelom kompanije
Bombardier Aerospace sa sjedištem u
Montrealu
Proizvodnja ovog tipa zrakoplova završila je 1990. godine. Proizvedeno je
125 letnih jedinica koje su prodane kupcima u jedanaest zemalja svijeta.
Prvi protupožarni zrakoplov tipa CL-215 proizveden je 1967. godine, a
prva isporuka bila je 1969. godine francuskoj civilnoj zaštiti. Bio je to
prvi model iz serije protupožarnih zrakoplova kanadera. Radilo se o
dvomotornom visoko krilcu napravljenom tako da može letjeti malim
brzinama u nepovoljnim uvjetima kakvi vladaju kad se leti iznad šumskih
požara.
Prema podacima koji se i danas čuvaju u tvrtki Bombardier Aerospace,
svjetski rekord u broju bacanja vodenih bombi u jednom danu iz
zrakoplova CL-215 i danas drži hrvatska posada u sastavu kapetan
Radovan Katanić i kopilot Radoslav Kujundžić. Oni su, gaseći veliki požar
na Hvaru 1983. godine, u 24 sata iz letjelice izbacili čak 225 vodenih
bombi na požarište. Danas bi takvu uslugu talijanski SOREM, s kojim se
pregovaralo o ispomoći za novu sezonu, naplatio 373 500 eura.
U Hrvatskoj se u posljednjih dvadeset godina korištenja ovog zrakoplova
u kolokvijalnom govoru, ali i u medijima, uvriježio naziv „kanader“ (kako
se izgovara „Canadair“), postavši sinonim za protupožarni zrakoplov u
svakodnevnom govoru. Punjenje spremnika vodom zrakoplov obavlja pri
niskom letu, bez slijetanja, nad vodenom površinom, a ispušta je iznad
područja zahvaćenog vatrom.
138
Canadair Ltd was a Canadian company
manufacturing aircraft for civil and
military purposes, established in
1944. After its nationalization and
privatization in 1986, it became part of
Bombardier Aerospace headquartered
in Montreal
The production of this type of aircraft ended in 1990. They made 125
flying units sold to customers in eleven countries across the world.
The first CL-215 firefighting aircraft was produced in 1967 and the first
delivery was made in 1969 to the French Civil Protection Unit. This was
the first model in the Canadair series of firefighting aircraft. It was a twin
engine high wing aircraft designed to be able to fly at low speeds in
unfavorable conditions, like flying over forest fires.
According to the data still kept at Bombardier Aerospace, a Croatian crew
comprising captain Radovan Katanić and copilot Radoslav Kujundžić
still holds the world record in the number of water bombs dropped in
one day from a CL-215 aircraft. While putting out a major fire on Hvar in
1983, they dropped as many as 225 water bombs on the fire affected area
in 24 hours. Today, the Italian SOREM, with whom Croatia negotiated
assistance, would charge EUR 373,500 for such service.
The colloquial term kanader has become accepted in Croatia over the
past twenty years of using this aircraft, both among the public and in
media, thus becoming a generic term for a firefighting aircraft in daily
conversation. The aircraft fills its water tanks flying low over a body of
water, without landing, and drops the water over the fire affected area.
The CL-415 aircraft is a modernized version of the CL-215T. The pilot
cabin is equipped with the EFIS system, wings with winglets and the
 U letu iznad vodene površine (iz
arhive Muzeja policije)

Flying over a water area (from the

archives of the Police Museum)

Zrakoplov CL-415 je osuvremenjena inačica CL-215T. Pilotska kabina
opremljena je EFIS sustavom, zaobljenim završecima vrhova krila,
amfibija je teža i može ponijeti veći teret. Zrakoplov je ponajprije
namijenjen za ispuštanje „vodenih bombi“, a može se preurediti i za
potrebe patroliranja na moru i za prijevoz tereta. Prvi let CL-415 imao je u
prosincu 1993. godine, a isporučuje se od travnja 1994. godine.
Zbog njegovih iznimnih mogućnosti i tehnoloških unaprjeđenja, kompanija
Bombardier je za ovaj tip zrakoplova 2006. godine nagrađena uglednom
španjolskom nagradom Batefuegos de oro.
amphibia has increased operating weight and speed. The aircraft is
primary intended for dropping water bombs, but may also be retrofitted
for marine patrolling and cargo transport. The CL-415 took its frist flight in
December of 1993 and has been available for supply since April of 1994.
Because of its exceptional abilities and technological advancements,
Bombardier received the renowned Spanish Batefuegos de oro award for
this aircraft type in 2006.
139
 CANADAIR CL-215, 9A – CAB,
9A – CAC

Među pilotima koji su na početku Domovinskog rata napuštali
Jugoslavensko ratno zrakoplovstvo (JRZ) bilo je vrsnih i iskusnih pilota
kanadera CL-215. Kako je Jugoslavensko ratno zrakoplovstvo nakon
izbijanja rata sva četiri protupožarna zrakoplova kanader CL-215 sa
Zemunika prebacilo u svoju zrakoplovnu bazu Golubovci, Hrvatska je
tijekom 1992. godine ostala bez protupožarne zaštite iz zraka. Zbog
širenja rata taj je nedostatak stavljen u drugi plan. Kao privremena mjera
unajmljena su dva kanadera CL-215 iz Kanade, a početkom lipnja 1995.
godine stigla su i dva kupljena rabljena kanadera CL-215. Dobivaju civilne
registracijske oznake 9A-CAB i 9A-CAC. U to je vrijeme cjelokupno
vatrogastvo bilo u sklopu Ministarstva unutarnjih poslova pa su zbog toga
kanaderi bili upisani u civilni registar. Piloti i tehničko osoblje ipak su bili
The pilots who left the Yugoslav Air Force (JRZ) at the beginning of the
Homeland War included highly skilled and experienced pilots flying
Canadair CL-215 aircraft. As the Yugoslav Air Force transferred all four
of its Canadair CL-215 firefighting aircraft from Zemunik to it aviation
base in Golubovci after the war broke out, Croatia was left with no air fire
protection in 1992. Due to the spreading of the war, this issue was put
aside. As a provisional step, two Canadair CL-215 aircraft were leased
from Canada. In early June of 1995, two used purchased Canadair CL-215
aircraft arrived. They were assigned civil registration numbers 9A-CAB
and 9A-CAC. At the time, all firefighting operations were part of the
Ministry of the Interior, which is why the Canadair aircraft were registered
in the civil registry. The pilots and technical staff were members of

Tehničke značajke: Technical characteristics

Posada: 2 člana Crew: 2 Manufacturer:

Kapacitet: 5454 l vode Proizvođač: Capacity: 5454 l of water Bombardier Aerospace
Dužina: 19,82 m Bombardier Aerospace Length: 19.82 m Country of origin: Canada
Raspon krila: 28,60 m Zemlja podrijetla: Kanada Wingspan: 28.60 m Manufacturer’s identification:
Površina krila: 100,3 m2 Proizvođačeva oznaka Wing area: 100.3 m2 CL – 215
Visina: 8,98 m zrakoplova: CL – 215 Height: 8.98 m Registration number:
Masa zrakoplova: 12 200 kg Registarska oznaka: 9A – CAB/22 Weight: 12 200 kg 9A – CAB/22
Maksimalna masa uzlijetanja: 17 Serijski broj: 1004 Maximum takeoff weight: 17 100 kg Serial number: 1004
100 kg iz vode, 19 730 kg s kopna Registarska oznaka: 9A – CAC/33 from water, 19 730 kg from land Registration number:
Serijski broj: 1012 9A – CAC/33
Letne značajke Flying characteristics Serial number: 1012
Najveća brzina: 290 km/h Maximum speed: 290 km/h
Dolet: 2430 km Range: 2430 km
Brzina penjanja: 5 m/s Rate of climb: 5 m/s
Motor: 2× Pratt & Whitney Engine: 2× Pratt & Whitney R-2800-
R-2800-83AM radijalna motora s 83AM radial engine with 18
18 cilindara cylinders

140
 U gašenju požara
(iz arhive Muzeja policije)

Dropping a water bomb over a fire

affected area (from the book „Sto
godina ratnog zrakoplovstva u
Hrvatskoj“).

pripadnici zrakoplovne protupožarne skupine HRZ-a osnovane 10. travnja
1994. godine. Zbog lakšeg raspoznavanja u letu, na prednji dio trupa
dodani su veliki eskadrilni brojevi „22“ na 9A-CAB, i „33“ na 9A-CAC.
Potkraj 2001. godine ustrojena je današnja 855. protupožarna eskadrila
Hrvatske vojske kojoj su tada iz vlasništva MUP-a predana ova dva
zrakoplova. Pri prelasku u vojni registar kanaderi dobivaju evidencijske
brojeve 822 i 833.
Croatian Air Force’s firefighting group established on 10 April 1994. To
facilitate inflight identification, large squadron numbers were added on
the front of the fuselage: “22” on the 9A-CAB and “33” on the 9A-CAC.
In late 2011, the present 855th Firefighting Squadron of the Croatia Army
was organized, and the ownership of these two aircraft were transferred
to it from the Ministry of the Interior. After being transferred to the military
registry, the Canadair aircraft were assigned reference numbers 822 and
833.
141
 Gore i sredina: 9A – CAC na izložbi
na aerodromu Zemunik kod Zadra,
1996. g. (snimio Željko Pračić)
Desno: 9A-CAB u gašenju požara (iz
arhive Muzeja policije)
142
Up and center: At an exhibition
at Zemunik Airport near Zadar,
photographed in 1996 (photographed
by Željko Pračić)
Right: On a firefighting mission (from
the archives of the Police Museum)
143
 CANADAIR CL – 415,
9A - CAG

U ožujku 1997. godine letjelica je na simboličan način predana ministru
unutarnjih poslova u zračnoj luci Zemunik u Zadru. Nabavljena je kreditom
koji je Svjetska banka odobrila Hrvatskoj. Prema planu zaštite od požara,
što ga je donijela Vlada Republike Hrvatske 1993. godine, ovo je bio treći
od ukupno šest protupožarnih zrakoplova, koliko se planiralo nabaviti.
Za spuštanje, punjenje vodom i ponovno dizanje u zrak zrakoplov
zahtijeva 1340 metara nesmetane vodene površine. Za 12 sekundi leta pri
brzini od 130 km/h, na dužini od 410 metara napune se spremnici u koje
stane 6137 litara vode.
Iz sastava MUP-a zrakoplov je 2001. godine predan Protupožarnoj
eskadrili Hrvatske vojske i dobiva evidencijski broj 844.
In March of 1997, the aircraft was symbolically handed over to the
Minister of the Interior at Zemunik Airport in Zadar. It was purchased
using a loan granted to Republic of Croatia by the World Bank. According
to the Fire Protection Plan adopted by the Government of the Republic of
Croatia in 1993, this was the third of the six firefighting aircraft planned to
be procured.
The aircraft requires 1340 meters of free water area for landing, water
replenishment and takeoff. The 6137 liter water tanks are filled in 12
seconds at a speed of 130 km/h across 410 meters in length.
In 2001 the Ministry of the Interior handed over the aircraft to the
Firefighting Squadron of the Croatian Army and assigned the reference
number 844.

Tehničke značajke: Technical characteristics

Posada: 3 člana Proizvođač: Bombardier Crew: 3 Manufacturer:

Kapacitet: 6130 l vode
Dužina: 19,81 m
Raspon krila: 28,38 m
Površina krila: 100, 33 m2
Visina: 9,11 m
Masa zrakoplova: 12 600 kg
Maksimalna masa uzlijetanja: 19
890 kg
Letne značajke
Najveća brzina: 365 km/h
Dolet: 2443 km
Brzina penjanja: 8,1 m/s
Motor: 2 × Pratt & Whitney
Canada PW123AF turboprop,
snage 1775 kW/ 2380 KS s
četverokrakim elisama
144
Aerospace
Zemlja podrijetla: Kanada
Proizvođačeva oznaka
zrakoplova: CL - 415
Registarska oznaka: 9A – CAG/44
Serijski broj: 2027
Capacity: 6130 L of water Bombardier Aerospace
Length: 19.81 m Country of origin: Canada
Wingspan: 28.38 m Manufacturer’s identification:
Wing area: 100.33 m2 CL - 415
Height: 9.11 m Registration number: 9 A – CAG/44
Weight: 12 600 kg Serial number: 2027
Maximum takeoff weight: 19 890
kg
Flying characteristics
Maximum speed: 365 km/h
Range: 2443 km
Rate of climb: 8.1 m/s
Engine: 2 × Pratt & Whitney
Canada PW123AF turboprop,
1775 kW/ 2380 HP and four-blade
propellers
Red Bull Air
Race, Rovinj
2015.
(fotografirao Igor
Mihalić/MORH)

Red Bull Air

Race, Rovinj
2015.
(photo by Igor
Mihalić/MORH)

145
 Bilješke o piscima
Mario Grlić
Rođen je u Slavonskom Brodu 1976. godine. Srednju policijsku školu (tada
Srednja škola unutarnjih poslova) upisao je 1991. a završio 1995. godine u
XX. klasi. Od lipnja 1995. godine radi u VI. odjelu SZUP-a (danas Uprava za
posebne poslove sigurnosti). Od 2001. godine zaposlen je u OKC MUP-a RH,
a od rujna 2005. godine do danas radi u Službi za međunarodnu policijsku
suradnju u osobnom zvanju policijski narednik.
Surađivao je u organizaciji izložbe „100 godina zrakoplovstva u Hrvatskoj“
postavljenoj u Tehničkom muzeju u Zagrebu 2010. godine. Svoje napise o
helikopterima objavljivao je u časopisu AEROsvijet+.
Član je Maketarskog kluba David Schwarz iz Zagreba.
Osim zanimanja za zrakoplovstvo, zainteresiran je za fotografiju,
osobito za fotografiranje zrakoplova i helikoptera (poznato pod nazivom
Planespotting).
Mario Grlić Željko Jamičić
146
Željko Jamičić
Rođen je u Zagrebu 1952. godine. Diplomirao je 1976. godine na
Interfakultetskom saobraćajnom studiju. Od godine 1978. do 1993. radio
je kao viši kustos i voditelj Odjela prometnih sredstava u Tehničkom
muzeju u Zagrebu. Nakon organizacije izložbe povodom stogodišnjice
prvog automobila održane 1986. godine, pokrenuo je 1988. godine osnutak
Oldtimer kluba Zagreb, prvog kluba ljubitelja starodobnih vozila u
Hrvatskoj. Godine 1993. prelazi na rad u zagrebačku prometnu policiju,
gdje do 2002. godine radi na poslovima preventive i izobrazbe sudionika
u prometu. Bio je pokretač mnogih preventivnih aktivnosti i programa
prometnog odgoja mladih.
Pokretanjem inicijative za osnutak Muzeja policije od 2002. godine postaje
njegov prvi voditelj u osobnom zvanju policijski savjetnik. Sakupljačkom,
izložbenom i publicističkom djelatnošću radi na popularizaciji povijesti
hrvatske policije.
Dobitnik je Godišnje nagrade MUP-a za 1997. godinu. Dobitnik je nagrade
Hrvatskog autokluba za 2000. godinu. Član je Hrvatskog muzejskog društva.
Član je Zveze zbiratelja policijskih insignij Slovenije.
Publicističko stvaralaštvo:
Samoborska željeznica 1901.-1979. (M. Holjevac, Ž. Jamičić), Samoborski
muzej, Samobor, 1987.
Prilozi za povijest turizma u Zagrebu (skupina autora), HAZU, Zagreb,
1993.
Školske prometne jedinice (Stella I., Ž. Jamičić), MUP, Zagreb, 1999.
Monografija „Cestovna vozila hrvatske policije od 1913. do 2013.“, MUP,
Zagreb, 2014.
članci o sigurnosti u prometu (ABC tehnike, Komunalni vjesnik, Revija
HAK)
članci iz povijesti policije (Halo 92, Mir-ugled-povjerenje, Policijski
e-glasnik).
About the authors
Mario Grlić
He was born in Slavonski Brod in 1976. He enrolled in the Secondary Police
School (Secondary School of the Interior at the time) in 1991 and completed
it in 1995 in the 10th class. In June of 1995, he started to work at the 6th
Department of the Service for the Protection of Constitutional Order
(presently the Special Security Affairs Administration). In 2001, he was
employed by the Operations & Communications Center of the Ministry of
the Interior, and was transferred to the International Police Cooperation
Department in 2005 in the capacity of Police Sergeant, where he still works.
He cooperated on arranging the “100 Years of Aviation in Croatia” exhibition
at the Technical Museum in Zagreb in 2010. He published his writings about
helicopters in the AEROsvijet+ magazine.
He is a member of the David Schwarz Modeling Club of Zagreb.
In addition to aviation, he is interested in photography, in particular
photographs of airplanes and helicopters (also known as Planespotting).
Željko Jamičić
He was born in Zagreb in 1952. He graduated in 1976 under the Inter-
Faculty Transport Study Program. Between 1978 and 1993, he worked as a
senior curator and Vehicle Department manager at the Technical Museum
in Zagreb. After arranging an exhibition on the occasion of the 100th
anniversary of the first car held in 1986, he initiated the establishment of the
Zagreb Old-Timer Club in 1988, the first club for vintage vehicle enthusiasts
in Croatia. In 1993, he transferred to the Zagreb Traffic Police where he
worked on preventive actions and education of traffic participants until
2002. He initiated many preventive actions and programs for the traffic
education of young people.
After launching the initiative for the establishment of the Police Museum in
2002, he became its first manager in the capacity of a police consultant. His
gathering, exhibiting and publishing activities were aimed to popularize the
history of the Croatian Police. He received the Annual Award of the Ministry
of the Interior for 1997. He received the Croatian Auto-Club award for 2000.
He is a member of the Croatian Museum Association. He is a member of the
Zveza zbiratelja policijskih insignij Slovenije.
Publishing accomplishments:
Samoborska željeznica 1901.-1979. (M. Holjevac, Ž. Jamičić), Samoborski
muzej, Samobor, 1987.
Prilozi za povijest turizma u Zagrebu (skupina autora), HAZU, Zagreb,
1993.
Školske prometne jedinice (Stella I., Ž. Jamičić), MUP, Zagreb, 1999.
Monografija „Cestovna vozila hrvatske policije od 1913. do 2013.“, MUP,
Zagreb, 2014.
Articles about traffic safety (ABC tehnike, Komunalni vjesnik, Revija HAK)
Articles about the history of police (Halo 92, Mir-ugled-povjerenje, Policijski
e-glasnik).
147