Designed by Paul Deville, the Caudron C.230 was a two-seat light biplane with equal-span unstaggered single-bay wings. The upper wing centre-section was braced to the fuselage by four short vertical steel-tube struts; the outer panels, which could be folded, had a pair of vertical spruce inter-plane struts on each side. Ailerons were fitted on the lower wing only. The wooden fuselage structure was fabric-covered, and the cantilever tailplane had a wood frame and was plywood-covered. Each main unit of the wide-track fixed landing gear incorporated a vertical compression leg. The pilot and a single passenger sat in tandem open cockpits.
The prototype Caudron C.230 made its maiden flight in November 1930, piloted by Raymond Delmotte. The C.230 was powered by a 71kW Salmson radial engine and 15 were built, to be followed by a number of variants.
Caudron C.232
C.232 is identical to the C.230 except for the Renault engine which replaces the Salmson radial.
The C.232 is a biplane with a 95 hp Renault engine, mainly of wood construction, folding wings, and a steel tube undercarriage. An 85 lt fuel tank is mounted in the top centre section.
The C.232 was introduced into Britain by B.N Aircraft Ltd of Heston Air Park.
The Caudron C.190 was a French two-seat low-wing single-engine sports plane, built by Caudron in the late 1920s. First flown in 1929, the only variant of the C.190 family (C.190/191/192/193) to be built in series was the C.193.
C.193
Information in publications is vague, but at least six C.193s were produced (reg. F-AJHG, F-AJOB, F-AJSG, F-AJSH, F-AJSI, F-AJSJ) and one Salmson-powered C.192 (F-AJHF). One aircraft, C.193 F-AJSI, was sold to Great Britain in 1930 and registered as G-ABFX, but returned to France in 1931 to be registered as F-ALLJ.
In 1929, aircraft F-AJHF and F-AJHG participated in the Challenge 1929 international touring plane contest, and one of them completed it in 28th place, flown by Raymond Delmotte.
In 1930, three C.193s participated in the Challenge 1930 international touring plane contest (F-AJSG, F-AJSH, F-AJSI), Maurice Finat completing it in 17th place and François Arrachart in 24th place.
C.193 during the Challenge 1930
Variants: C.190 – first variant, with 80 hp (58.8 kW) Renault straight engine C.191 – variant with 95 hp (69.8 kW) Salmson 7AC radial engine C.192 – variant with 95 hp (69.8 kW) Salmson 7AC radial engine C.193 – series variant, with 98 hp (72 kW) Renault 4Pb straight engine
Variation: Odier & Bessiere Clino-giro
Specifications:
C.193 Engine: 1 × Renault 4Pb, 72 kW (97 hp) Length: 7.48 m (24 ft 6 in) Wingspan: 11.5 m (37 ft 9 in) Height: 2.5 m (8 ft 2 in) Wing area: 13.6 m2 (146 sq ft) Empty weight: 440 kg (970 lb) Gross weight: 760 kg (1,676 lb) Maximum speed: 185 km/h (115 mph; 100 kn) Cruising speed: 160 km/h (99 mph; 86 kn) Range: 600 km (373 mi; 324 nmi) Service ceiling: 4,500 m (14,764 ft)
The Caudron C.59 was a French, two-seat biplane with a single engine and a canvas-covered fuselage. The French aircraft manufacturer Caudron made this aircraft between 1922 and 1924. It was suitable for several purposes.
Training aircraft intermediate preparation Caudron C.59 was developed with the assistance of Paul Deville René Talpina, the aircraft has a wooden frame and fabric covering. The ailerons were present only on the upper wing. The student was placed in an open cockpit under the central section of the upper wing, and instructor cabin was directly behind him under the back edge of the wing. The aircraft had dual controls standard.
The prototype flew in August 1921 and after extensive testing was ordered in large quantities for the French Air Force in seven contracts. More than 1,000 aircraft were manufactured and supplied to the French army and remained in service for 15 years.
A large batch of 32 was sold to Turkey. The aircraft arrived at their destination within 1924 to 1926 and were numbered 801-832. The main base was stationed Eskisehir Hava Okulu, where they were widely used until 1936. Then, they gradually began to be replaced by German Gotha Go.145. By the time they complete the withdrawal of the Air Force in 1937, only 7 machines remained in operation. They were handed over to the TNC (Turkish Aviation League), where they remained until 1941.
The Finnish Air Force purchased three Caudron C.59s from France in 1923. The aircraft first carried the air force designation codes 2E3-2E5 and from 1927 on CA-48 – CA-50. The manufacturing numbers of the aircraft were 5407–5409. The aircraft were equipped with landing gear, but there were at least one aircraft (2E3) was fitted with floats. The aircraft were accepted into service on March 8, 1923 and the last one was taken out of service in 1931.
The Caudron C.59 was also used in Bulgaria, China, and in the Spanish Civil War.
There was also a C.59/2 version, which was equipped with a 230 hp (170 kW) Lorraine 7Ma Mizar engine and had a wide track undercarriage.
More than 1,800 Caudron C.59s were manufactured.
Variants C.59 Original design.
59/2 Fitted with 230 hp (170 kW) Lorraine 7Ma Mizar radial engine.
C.320 c.1932, Original C.59s but refitted with 250 hp (190 kW) Renault 9A 9-cylinder radial engine. Some later returned to their original Hispano engines.
Operators: Argentine Air Force Brazilian Air Force Bulgarian Air Force Republic of China Air Force French Air Force French Navy Finnish Air Force Portuguese Air Force Romanian Air Force Spanish Republican Air Force Spanish Air Force Turkish Air Force Venezuelan Air Force
Engine: 1 × Hispano-Suiza 8Ab, 134 kW (180 hp) Wingspan: 10.24 m (33 ft 7 in) Wing area: 26.00 sq.m Length: 7.80 m (25 ft 7 in) Height: 2.90 m Empty weight: 700 kg (1,543 lb) Gross weight: 988 kg (2,178 lb) Maximum speed: 170 km/h (106 mph) Endurance: 3 hr 30 min Cruising speed: 138 km / h Practical range: 500 km Practical ceiling: 5500 m Crew: 2
The Caudron C.27 was a French biplane, a two-seat basic trainer designed by Paul Deville which first flew in early 1922.
It was a two bay biplane, without stagger or significant dihedral. It had rectangular plan wings, each built around two wooden spars and fabric covered. These were braced with parallel interplane struts, assisted by piano-wire bracing. There were simple parallel cabane struts between the upper wing centre section and the upper fuselage longerons. Ailerons were fitted only to the upper wing.
C.27
The C.27 was powered by an 80 hp (60 kW) Le Rhône 9C nine cylinder air-cooled rotary engine, driving a two blade propeller and with a cowling which surrounded its upper three-quarters. Behind the engine the fuselage had a cross-braced beam structure. The open cockpits were in tandem between the wings, the pupil’s slightly forward of mid-chord and the instructor’s close behind under the trailing edge, which had a rounded cut-out to improve his vision. At the rear a long, shallow triangular fin carried a straight edged balanced rudder which reached down to the keel. The tailplane was mounted on top of the fuselage and the elevators were cut away centrally to allow rudder movement. The C.27 had a fixed tail skid undercarriage with its wheels on a single axle supported by two pairs of V-struts from the lower fuselage. The forward members of these were originally double with a shock absorber in their upper parts, together with an elaborately wire braced central skid to prevent nose-overs, but the skid was soon abandoned and the double struts replaced by single ones.
The exact date of the first flight, piloted by Boulard, is not known but the aircraft was flown publicly at Orly at the end of June 1922. It was piloted by Thoret, who particularly impressed onlookers with a polished aerobatic performance, the last part with his engine off. Two years later a C.27 piloted by Patin won the 1924 Zenith Cup, a trophy based on fuel consumption and load carrying ability, and Adrienne Bolland set a women’s record in another C.27 when she completed 212 consecutive loops.
Caudron C.27 OO-AFW (c/n 127)
At least one C.27 flew with a 80 hp (60 kW) Anzani engine. The name C.27 was used to at least mid-1924 but at the Paris Salon L’Aérophile noted that the designation had changed to C.127. From 1925 several were fitted with 130 hp (97 kW) Clerget 9B nine cylinder rotary engines and designated C.125.
The C.128 was again very similar but powered by a 120 hp (89 kW) Salmson 9AC, a nine-cylinder, air cooled radial engine. This had a smaller diameter than the rotaries and was mounted in a tapered nose with its cylinders exposed. There was a 14% increase in empty weight from the C.127 and a slight increase in span and area. At least five were built or converted. Some were three seaters, with a third cockpit a little further aft.
A C.128 came second in the 1926 Zenith Cup and in September 1927 one carried five people to win a competition at a rally in Auvergne. In September 1927 a C.128 won a prize by carrying five people. In September 1928 pilots Mauler and Baud, with cameraman Cohendy set out on a flight, made in stages of about 350–400 km (220–250 mi) from Paris to the Cape of Good Hope via the West African coast. The flight was organised by Le Peit Paisien newspaper and by Paramount films, for whom Cohendy recorded their journey their journey. It was the first flight from France to the Cape. They then flew back to Paris after a round trip of about 35,000 km (22,000 mi).
Caudron C.128 1925
In 1930 a modified C.128, ordered by the Société Pour le Développement de l’Aviation (Society for the development of aviation) and designated C.128/2 was equipped to allow an acrobat to hang on a trapeze under the aircraft and also to permit wing-walking.
At least twenty-one C.27, C.125, C.127 and C.128 aircraft appeared on the French civil register.
The first Jugoslav sports aircraft was a Caudron C27, property Aero klub Naša Krila Beograd (Aero club Our Wing Belgrade) in Skopje (today capital of Macedonia).
A Caudron C.27 in Turkish service
Variants:
C.27 Engine: 80 hp (60 kW) Le Rhône 9C or 70–80 hp (52–60 kW) Anzani
C.125 As C.27/127 Engine: 130 hp (97 kW) Clerget 9B
C.127 Engine: 80 hp (60 kW) Le Rhône 9C Propeller: 2-blade Wingspan: 12.00 m (39 ft 4 in) Wing area: 34.50 m2 (371.4 sq ft) Length: 8.30 m (27 ft 3 in) Height: 2.83 m (9 ft 3 in) Empty weight: 510 kg (1,124 lb) Gross weight: 794 kg (1,750 lb) Fuel capacity: 107 kg (236 lb) Wing loading: 23.0 kg/m2 (4.7 lb/sq ft) Maximum speed: 132 km/h (82 mph, 71 kn) Stall speed: 50 km/h (31 mph, 27 kn) Service ceiling: 4,000 m (13,000 ft) Crew: Two
C.128 As C.27/127 Engine: 120 hp (89 kW) Salmson 9AC Seats: 2 or 3
The P.23 was designed by Paul Deville to be a night bomber able to reach Berlin with a 600 kg (1,323 lb) bomb load. The French BN2 military category indicated a two seat night bomber but the P.23 had a crew of three. It had a much in common with the Caudron C.22 but was almost 50% larger in span, requiring an extra bay and more powerful engines. It was a large five bay biplane, with fabric covered, constant chord, unswept wings with angled tips. The upper wing, which carried the ailerons, had a slightly greater (4%) span and a smaller chord. There was no stagger, so the sets of parallel interplane struts were vertical; flying wires braced each bay. Pairs of V-form engine bearing struts, which supported the two cowled 194 kW (260 hp) Salmson 9Z nine cylinder water-cooled radial engines just above the lower wing, defined the inner two bays.
The P.23 had a flat sided fuselage. There was a gunner’s position in the nose, equipped with twin Lewis guns. A roomy open cockpit was positioned under the wing leading edge, with a separate gunner’s cockpit behind it under a large, rounded trailing edge cut-out. This was fitted with another pair of Lewis guns and a further gun firing downwards through a trapdoor in the floor. A low, broad fin carried a broad balanced rudder which extended down to the keel. The tailplane, angular in plan and of very low aspect ratio, was mounted on top of the fuselage and its elevators had a cut-out for rudder movement.
The bomber had a fixed tailskid undercarriage, with mainwheels in pairs . Their axles were mounted on longitudinal bars attached to the wing under the engines by N-form struts.
The Caudron C.23 first flew in February 1919, piloted by Jules Védrines. Higher power engines, the 447 kW (600 hp) Salmson 18Z or the 224 kW (300 hp) Hispano-Suiza 8Fb, were considered in April 1918 but the Salmson was not yet fully developed and trials of the Hispano led nowhere.
The P.23 received orders for a total of 1000 under the designation C.23BN.2, but by the time of the Armistice in November 1918 fifty-four C.23s had been delivered and its serial production canceled. Some served with the 22nd squadron, stationed in Lyuksoyle, until their replacement by the more powerful Farman Goliath in February 1920.
Very soon after the war some C.23s not used by the French Air Force were modified to carry twelve passengers in an open cockpit formed by an opening between the cockpit and mid-upper gunner’s position. On 10 February 1919 one made the first passenger flight between Paris and Brussels, carrying five passengers tightly packed together in an open cockpit. One C.23, designated C.23 bis, was modified to carry fifteen passengers internally, flying between Paris and London.
Védrines and his engineer Guillian were killed in a C.23 when an engine failed whilst trying to establish a route from Paris to Rome.
C.23 BN2 Engines: 2 × Salmson 9Z 9-cylinder, 190 kW (260 hp) Propellers: 2-bladed Upper wingspan: 24.50 m (80 ft 5 in) Lower wingspan: 23.57 m (77 ft 4 in) Wing area: 107 sq.m (1,150 sq ft) Length: 13.00 m (42 ft 8 in) Height: 3.40 m (11 ft 2 in) Empty weight: 2,341 kg (5,161 lb) Gross weight: 4,170 kg (9,193 lb) Fuel capacity: 980 lt (216 imp gal; 259 US gal) and 132 l (29 imp gal; 35 US gal) Maximum speed: 143 km/h (89 mph; 77 kn) at sea level Cruising speed: 122 kph Stall speed: 82.2 km/h (51 mph; 44 kn) Endurance: 6.75 hr Service ceiling: 3,500 m (11,483 ft) Time to altitude: 41 min to 4,000 m (13,123 ft) Crew: Three Armament: two 7.7-mm machine gun Lewis Bombload: 600 kg (1,323 lb)
Designed by Paul Deville, the Caudron R.11 (mis-identified in Jane’s 1919 as the Caudron R.II) was initially intended as a reconnaissance aircraft for the French Air Force, but went on to serve the role of fighter escort instead. Its design was similar to the Caudron R.4, but with a more pointed nose, two bracing bays outboard the engines rather than three, no nose-wheel, and a much larger tail. The engines were housed in streamlined nacelles just above the lower wing. The wings were of equal span with three bays and parallel struts. The wing spars had a steel tube and ribs of timber and plywood. The ailerons were only on the upper wing. The rudder horn was fitted with a weight compensation. Cable control from the steering column and pedals were fitted. The R.11 was powered by two 220 horsepower Hispano-Suiza engines housed in streamlined nacelles, and featured a large-area tail structure and two large fixed landing gear. In the first ten series machines Hispano-Suiza engines were installed 8Bda (210 hp). In the production process R.11 used different versions of the engine Hispano-Suiza, and the aircraft structure, and systems were constantly amended.
The fuel system allowed both motors to use any fuel tank. Fuel tanks placed at the rear of the engine nacelles, could be dropped in flight if on a fire.
Armament was 5 x 7.7mm Lewis type machine guns in various positions and the bombload was just 265 pounds of external stores. The crew of three were all positioned in the fuselage with the pilot between the top and bottom wing assemblies in three individual open-air cockpits, a rear gunner behind him and a bow gunner in the extreme forward of the aircraft. Installed in the rear gunner cab were redundant aircraft controls.
First flying in May 1917, the French army ordered 1000 R.11s. Production began in 1917, however, due to lack of engines, which mainly went to fighters, the production of unfolded very slowly, and the first aircraft were completed late in that year. Two were handed over to the RFC for trials. In February 1918 the first Escadrille (squadron) R.26 was equipped. By April 1918 a total of 20 had been completed.
By early July 1918, eight French bomber squadrons were equipped. The last escadrille to form before the Armistice (and abrupt end of production) was R.246, at which point 370 planes had been completed.
The R.11 served with the R.46, R.239, R.240, R.241, R.242 and R.246 French Escadrilles. It holds the distinction of becoming the last French production aircraft of World War 1, also forming the final French squadron (R.246) of the war, and served until July 1922.
The most famous at the front were the R.11 A3 – plane escort bombers, with mostly Breguet 14 weapons which could be up to 5 machine guns. These aircraft usually had the best school graduate gunners, and one of them, Sergeant Vitalis, shot down eight German aircraft.
Some were operated by the American Expeditionary Force.
The Caudron R.12 was an experimental version of the R.11, with larger Hispano-Suiza 8Fb 300 hp engines. Development ended when the Caudron R.14 variant appeared in August 1918. The R.14 had great speed and powerful armament installed: 37-mm “Hochkiss” gun and a Lewis machine gun, but it was heavy and clumsy and unsuccessful arrangement of the cockpit gave a bad review.
Caudron R.11 Engines: 2 x Hispano-Suiza 8Ba, 160 kW (210 hp) Propellers: 2-bladed wooden fixed pitch Upper wingspan: 17.92 m (58 ft 10 in) Lower wingspan: 16.9 m (55 ft 5 in) Wing area: 54.25 sq.m (583.9 sq ft) Length: 36 ft 11 in / 11.25 m Height: Height: 2.7 m (8 ft 10 in) Empty Weight: 3,135lbs (1,422kg) Maximum Take-Off Weight: 4,773lbs (2,165kg) Fuel capacity: 220 l (48 imp gal; 58 US gal) Maximum Speed SL: 114mph (183kmh; 99kts) Maximum speed 5,000 m (16,000 ft): 167.3 km/h (90.3 kn; 104.0 mph) Service Ceiling: 19,521 ft (5,950m) Time to 2,000 m / 6,600 ft: 8 min 6 sec Time to 3,000 m / 9,800 ft: 14 min 18 sec Time to 5,000 m / 16,000 ft: 39 min Endurance: 3 hours Armament: 5 x 7.7mm / 0.30 in Lewis machine guns Accommodation: 3 Hardpoints: 4 Bombload: 265lb external
Caudron R.11 Engines: 2 x Hispano-Suiza 8Bba, 215 hp Wingspan: 17.92 m Wing area: 54.25 sq.m Length: 16.97 m Height: 2.80 m Empty weight: 1422 kg Normal takeoff weight: 2167 kg Maximum speed: 183 km / h Cruising speed: 165 km / h Endurance: 3 hr Maximum rate of climb: 250 m / min Practical ceiling: 5950 m
Caudron R.11A3 Long-range reconnaissance, differed from the base model, the lack of bomb armament, built in series.
Caudron R.11BN 3 Night bomber, with the same engines as a small series.
Caudron R.11B3 Bomber, serial machine. By the end of the war was to be built 145 copies of R.11, but the front has got only 49, two more cars were handed over to the American Expeditionary Corps. The machine was built after the war.
Caudron R.12 Version R.11 of 1918 installed engines Hispano-Suiza 8Fb 300 hp
Caudron R.14 R.11 enlarged version of the model. The prototype was presented in August 1918. The aircraft was equipped with engines Hispano-Suiza 8Fb, which originally was supposed to be installed on R.12 model. The armed 37-mm gun Hotchkiss machine guns supplemented Lewis.
While the G.3 and G.4 had been credited largely to Gaston Caudron, the R.4 was mostly the work of Rene Caudron. Appearing in prototype form in June 1915, the R.4 had a full-length fuselage and single fin and rudder. The unequal-span wings had three bays on each side, with ailerons on the upper wing only. As well as the twin-wheel main landing gear units and tailskid, there was a single nose-wheel intended to protect the propellers. Power was from twin 97kW Renault i2Db engines. The three-man crew included nose and midships gunners each provided with twin Lewis machine-guns. Intended originally as a bomber, it served mainly as an A.3 category three-seat reconnaissance aircraft, frequently engaged in photographic work. Its climb rate was not impressive, and a few aircraft were built with more-powerful 112kW Hispano-Suiza 8Aa engines in an attempt at improvement. The production aircraft began to reveal a structural weakness. Among the crashes that happened, on 12 December 1915, a series aircraft under test was destroyed and Gaston Caudron, who was piloting the aircraft, was killed. In early use Escadrille C.46 had claimed 34 German aircraft brought down with its R.4s in an eight-week period, but it was soon clear that in addition to structural redesign, improved ceiling and greater manoeuvrability were highly desirable. The new Caudron chief designer, Paul Deville, designed a new improved development which was to emerge as the R.11. Production of the R.4 was terminated after 249 had been built. In the reconnaissance escadrilles it was replaced by the more-powerful Letord 1 during 1917.
Engine: 2 x 97kW Renault 12Db inline piston engines Take-off weight: 2330 kg / 5137 lb Empty weight: 1710 kg / 3770 lb Wingspan: 21.1 m / 69 ft 3 in Length: 11.8 m / 38 ft 9 in Wing area: 70 sq.m / 753.47 sq ft Max. Speed: 136 km/h / 85 mph Ceiling: 4600 m / 15100 ft Armament: 4 x 7.7mm machine guns, 100kg of bombs
The limitations of the G.3 and its inability to lift a worthwhile bomb load led to the development of the twin-engined Caudron G.IV as a dedicated bomber, which first appeared in March 1915. Structurally similar to the G.3, the G.4 had increased wing span, a tail-plane with four rudders instead of two, and twin engines mounted on struts between the wings. Power was provided by either 80 hp / 60kW Le Rhone rotary engines with circular cowlings, or by uncowled 75kW Anzani radials. The short crew nacelle had an observer/gunner’s cockpit in the nose, though the field of fire was limited by the proximity of the engines, and a bomb load carried underwing. Defensive armament was limited to usually the one 7.7mm machine gun and the bombload capacity varied between 220lbs and 250lbs. As well as a 7.7mm Lewis or Vickers machine-gun on a ring mounting in the front cockpit, some G.4s had a second Lewis gun mounted over the upper wing centre section for rear defence. This second gun could only be operated by the gunner standing at full stretch in his cockpit.
The G.4 was ordered into large-scale production and two versions were built, the Cau 4 B.2 day bomber and the Cau 4 A.2 artillery observation and reconnaissance aircraft. A number of the G.4 A.2 version had wireless installed. The appearance of the G.4 was delayed by production problems and first appeared in service with the French Aviation Militaire in November 1915 as the Cau 4B.2. This particular model, however, suffered from a high loss rate and would be phased from service by November of 1916. The Cau 4A.2 followed and was put to more successful use in the reconnaissance and artillery spotting role. The British Royal Naval Air Service purchased 55 of the type, 43 imported and 12 were built by the British Caudron Company. Flown by Nos 4 and 5 Wings, they were used in 1916 and early 1917 in attacks on German seaplane and airship bases in Belgium. The RNAS G.4s were replaced by Handley-Page O/100s in the autumn of 1917. The Italian Aeronautica Militare received imported G.4s and was also supplied with 51 examples built by the A.E.R. company at its factory near Turin. In May 1917 the 48a Squadriglia was the first unit to re-equip with the G.4, to be followed by the 49a and 50a Squadriglie. Italian G.4s operated in the mountainous Alpine areas, demonstrating their good climb qualities and suitability for flying at altitude. During the war the type established several Italian altitude records. A number of Caudron G.4s were also supplied to the Imperial Russian Air Service, with which they flew in the reconnaissance role with onboard radio.
Towards the end of World War I G.4s were relegated to training duties, and 10 of the type were bought for that purpose by the United States Air Service in France in early 1918. The G.4 was used for a number of notable post-war flights and some hundreds were sold to private owners and flying clubs in France and Italy post-war. In France 1,358 of the G.4 were produced of the 1,421 G.IV built in all.
Caudron G.4A.2 Engines: 2 x Le Rhone 9C rotary, 80hp Length: 23 ft 8 in (7.16m) Wingspan: 56 ft 5 in (17.20m) Wing area: 36.8 sq.m / 396.11 sq ft Height: 8 ft 6 in (2.60m) Maximum Speed: 82mph (132kmh; 71kts) Service Ceiling: 14,108ft (4,300m; 2.7miles) Armament: 1 or 2 x 7.7mm machine guns, 220lbs of external ordnance Accommodation: 2 Hardpoints: 2 Empty weight: 733 kg (1,616 lb) Maximum Take-Off Weight: 1,232 kg (2,716 lb)
Caudron G.4A.2 Engines: 2 x Anzani 10-cylinder radial, 100hp Length: 23 ft 8 in (7.16m) Wingspan: 56 ft 5 in (17.20m) Wing area: 36.8 sq.m / 396.11 sq ft Height: 8 ft 6 in (2.60m) Maximum Speed: 82mph (132kmh; 71kts) Service Ceiling: 14,108ft (4,300m; 2.7miles) Armament: 1 or 2 x 7.7mm machine guns, 249lbs of external ordnance Accommodation: 2 Hardpoints: 2 Maximum Take-Off Weight: 2,932lbs (1,330kg)
All Aero 