The KC-390 is a tactical transport and inflight refuelling aircraft. Powered by two specially designed Pratt and Whitney V2500-E5 engines, it can carry 26 tons of cargo, including vehicles like two M113 armored personnel carriers, or a UH-60 Blackhawk helicopter. The biggest aircraft produced in Latin America, it is designed to take off and land on semi-prepared and unpaved airfields. Portugal is a major partner in the KC-390 program, with some of its parts including the aircraft central fuselage being produced by Embraer’s subsidiary OGMA in Evora, about a hundred kilometers east of Lisboa. While Boeing was taking over the commercial aviation activities of Embraer, the two manufacturers agreed on a second joint venture to continue the production of the KC-390. Embraer should hold a 51% stake and Boeing ‒ the remaining 49%, of this new company.
Despite its smaller capacities in both range and payload compared to the new Airbus A400M Atlas, its price was attractive ($85 million compared to $165 million for Airbus transporter).
In 2014, the Brazilian Air Force ordered a total of 28 KC-390s with logistic support from the Brazilian manufacturer. It should progressively replace the C-130 Hercules within the FAB. In 2019 Embraer delivered the first KC-390 to the Brazilian Air Force (FAB) at the military base in Anapolis, in west-central Brazil.
It obtained the type certificate from the Brazilian Civil Aviation Authority (ANAC) in 2018.
In July 2019, Portugal placed a firm order for five KC-390 transport aircraft, becoming the first international customer for the plane. Embraer announced on July 11, 2019, that the Portuguese Council of Ministers had approved an order for five KC-390 multi-mission aircraft, a flight simulator, and logistical support, in a contract that should amount to €827 million. These aircraft are due to replace the Lockheed Martin C-130H of the Força Aerea Portuguesa (FAP), the Portuguese Air Force. They should be assigned to the 501 Transport Squadron “Bisontes”, based in Montijo Air Base (LPMT). The delivery should begin in 2023 and end by 2027.
Embraer has also received letters of intent from the Czech Republic (another partner in the program), as well as Argentina, Chile, and Colombia, for a total backlog of 35 aircraft.
During the mid-1980s, Embraer was working on the Short Tucano alongside a new version designed EMB-312G1, carrying the same Garrett engine. The EMB-312G1 prototype flew for the first time in July 1986. However, the project was dropped because the Brazilian Air Force was not interested in it. Nonetheless, the lessons from recent combat use of the aircraft in Peru and Venezuela led Embraer to keep up the studies. Besides a trainer, it researched a helicopter attack version designated “helicopter killer” or EMB-312H. The study was stimulated by the unsuccessful bid for the US military Joint Primary Aircraft Training System program. A proof-of-concept prototype flew for the first time in September 1991. The aircraft features a 1.37-m (4.49-ft) fuselage extension with the addition of sections before and after of the cockpit to restore its center of gravity and stability, a strengthened airframe, cockpit pressurization, and stretched nose to house the more powerful PT6A-67R (1,424 shp) engine. Two new prototypes with the PT6A-68A (1,250 shp) engine were built in 1993. The second prototype flew for the first time in May 1993 and the third prototype flew in October 1993. The request for a light attack aircraft was part of the Brazilian government’s Amazon Surveillance System project. This aircraft would fly with the R-99A and R-99B aircraft then in service and be used to intercept illegal aircraft flights and patrol Brazil’s borders. The ALX project was then created by the Brazilian Air Force, which was also in need of a military trainer to replace the Embraer EMB 326GB Xavante. The new aircraft was to be suited to the Amazon region (high temperature, moisture, and precipitation; low threat). The ALX was then specified as a turboprop engine aircraft with a long range and autonomy, able to operate night and day, in any meteorological conditions, and able to land on short airfields lacking infrastructure.
The Embraer EMB 314 Super Tucano, also named ALX or A-29, turboprop light attack aircraft is designed to operate in high temperature and humidity conditions in extremely rugged terrain, the Super Tucano is highly maneuverable, has a low heat signature, and incorporates fourth-generation avionics and weapons systems to deliver precision-guided munitions.
Mauritania AF A-29B 5T-MAW
In August 1995, the Brazilian Ministry of Aeronautics awarded Embraer a $50 million contract for ALX development. Two EMB-312Hs were updated to serve as ALX prototypes. These made their initial flights in their new configuration in 1996 and 1997, respectively. The initial flight of a production-configured ALX, further modified from one of the prototypes, occurred on 2 June 1999 (PT-ZTW).
The second prototype was brought up to two-seater configuration and performed its first flight on 22 October 1999. The changes had been so considerable that the type was given a new designation, the EMB-314 Super Tucano. The total cost of the aircraft development was quoted to be between US$200 million and US$300 million.
EMB-312H Prototype PT-ZTW first flew on 9 September 1991, and currently is on display at the Memorial Aeroespacial Brasileiro in São José dos Campos.
EMB-312H Prototype PT-ZTW first flew on 9 September 1991, and currently is on display at the Memorial Aeroespacial Brasileiro in São José dos Campos.
Variants:
A-29A
A-29A
Single-seater for attack and armed reconnaissance (on interdiction tasks), attack and cover (on close air support tasks), able to intercept and destroy low-performance aircraft, incorporates an additional fuel tank (+ 400 liters)
A-29B Twin-seater for the same tasks as the single-seat version, also used in training and advanced aerial control (on monitoring tasks)
Operators:
Afghan Air Force Embraer A-29 Super Tucano
Afghan Air Force – 20 aircraft ordered. The first aircraft were delivered in 2016 and the last were to be in service by late 2018. The first A-29 Super Tucano of the Pentagon’s Light Air Support (LAS) program, destined for the Afghan Air Force, delivered to the US Air Force in Jacksonville, Florida, by the Sierra Nevada Corporation and Embraer in September 2014. The first eight Afghan airmen are trained in the US to form a new Afghan fighter squadron. The first four aircraft arrived in-country at Hamid Karzai International Airport in Kabul on the 15 January 2016. Four more were delivered in July 2016, and an additional four arrived in March 2017, bringing the total of delivered Super Tucanos to 12.
National Air Force of Angola – six aircraft ordered. Deliveries were scheduled to begin in early 2012; but the first three delivered on 31 January 2013.
Brazilian Air Force – 99 aircraft (33 A-29A & 66 A-29B). At least 4 aircraft lost.
Air Force of Burkina Faso – 3 aircraft delivered in September 2011 of version A-29B.
Chilean Air Force – 12 aircraft.
Colombian Air Force – 25 aircraft, introduced between 2006 and 2008. At least one aircraft crashed, claimed shot down by FARC.
Dominican Air Force – 8 aircraft
Ecuadorian Air Force – 18 aircraft, all delivered by 2011.
Ghana Air Force – 5 aircraft ordered in 2015.
Honduran Air Force – 2 aircraft ordered in 2014.
Indonesian Air Force – 16 aircraft ordered & delivered, one lost in a crash February 2016. The first four aircraft of the first batch of eight were delivered as of August 2012, the delivery of the second batch of four aircraft was delayed till September 2014. A total of 16 were ordered in 2011 with deliveries taking place in 2012, 2014, 2015 and 2016.
Lebanese Air Force – 2 A-29s delivered in October 2017, 4 more to be delivered in 2018.
Mali Air Force – 6 A-29 on order.
Mauritanian Air Force – 4 aircraft ordered, received two aircraft as of December 2012, two more aircraft on order.
Nigerian Air Force – 12 aircraft on order
Senegalese Air Force – 3 aircraft on order.
EP Aviation – part of Academi (formerly Blackwater) – at least one twin-seater variant for pilot training (delivered in February 2008).
United States Navy leased an aircraft for testing, as part of the Imminent Fury program.
The first A-29 Super Tucano of the Pentagon’s Light Air Support (LAS) program, destined for the Afghan Air Force, has been delivered to the US Air Force in Jacksonville, Florida by the Sierra Nevada Corporation and Embraer in September 2014. The LAS contract was developed by the Pentagon to supply Afghanistan’s military with 20 planes, which should ensure air superiority in the country after the majority of US forces leave. Because the contract is a foreign military sale, Nevada-based SNC and Brazil-based Embraer deliver the planes to the Air Force, which then passes them on to the Afghan military. The first of 20 A-29 Super Tucano aircraft arrived at Moody Air Force Base on September 26, 2014 in preparation for the Afghanistan pilot and maintenance training mission.
EMB 314 Super Tucano Engine: 1 × Pratt & Whitney Canada PT6A-68C turboprop, 1,196 kW (1,600 shp) Propeller: Hartzell 5-blade constant speed, fully feathering, reversible-pitch propeller Wingspan: 11.14 m (36 ft 6.5 in) Wing area: 19.4 sq.m (208.8 sq ft) Length: 11.38 m (37 ft 4 in) Height: 3.97 m (13 ft 0.25 in) Empty weight: 3,200 kg (7,055 lb) Max. takeoff weight: 5,400 kg (11,905 lb) Payload: 1,500 kg (3,307 lb) Maximum speed: 590 km/h (319 knots, 367 mph) Cruise speed: 520 km/h (281 knots, 323 mph) Stall speed: 148 km/h (80 knots, 92 mph) Service ceiling: 10,668 m (35,000 ft) Rate of climb: 16.4 m/s (3,242 ft/min) Range: 720 nmi (827 mi, 1,330 km) Combat radius: 550 km (300 nmi, 342 mi) (hi-lo-hi profile, 1,500 kg (3,300 lb) of external stores) Ferry range: 1,541 nmi (1,774 mi, 2,855 km) Endurance: 8hrs 24mins g-limit: +7/-3.5 g) Crew: Pilot plus one navigator/student Armament: 2× 12.7 mm (0.50 in) 1,100 rounds per minute FN Herstal M3P machine guns, one in each wing. Hardpoints: 5 (two under each wing and one under fuselage centreline) with a capacity of 1,550 kg (3,300 lb)
The Embraer Phenom 100 is a very light jet developed by Brazilian aircraft manufacturer Embraer. It has a capacity for 4 passengers in its normal configuration, but it can carry up to 6-7 passengers with a single crew. The Embraer Phenom 300 can carry 8 or 9 occupants with a flying range of 1,971 nautical miles.
Embraer Phenom 100 M-INXY
Phenom 100 Engine: 2 x Pratt & Whitney Canada PW617F-E turbofans, 1695 lb / 770kg thrust Wingspan: 40 ft. 4 in / 12.30 m Overall Height: 14 ft 5 in / 4.4 m Overall Length: 42 ft. 0 in / 12.80 m Max take-off weight: 4750 kg / 10472 lb Empty weight: 3235 kg / 7132 lb Useful Load: 3384 lb Payload, Full Std. Fuel: 580lb Usable Fuel: 2804 lb Baggage Capacity: 67 cu. ft Max Certified Altitude: 41,000 ft / 12500 m Max Range: 1178 nm / 2182 km / 1356 miles Max. speed: 722 km/h / 449 mph Max Cruise Speed: 390 kt / Mach 0.70 Takeoff Distance, ISA: 3125 ft Takeoff Distance, 5,000 MSL, 25 deg C: 5926 ft Landing Distance: 2475 ft Max Demonstrated Crosswind: 17 kt Seating Capacity: 1+5/7 2009 Price: $3.6 million
Phenom 300 Engines: 2 x 1450kg Pratt & Whitney Canada PW535E turbofans Wingspan: 16.2 m / 53 ft 2 in Length: 15.9 m / 52 ft 2 in Height: 5 m / 16 ft 5 in Take-off weight: 7951 kg / 17529 lb Max. speed: 834 km/h / 518 mph Ceiling: 13716 m / 45000 ft Range: 3650 km / 2268 miles Crew: 1 Passengers: 6-8
The ERJ-190 is a further stretch, by 6.25m, of the ERJ-170 to accommodate up to 104 passengers. The wing span is increased by 2.56m, GE CF34-8E-10 engines fitted, and strengthened landing gear. The –190 was available in Standard and Long-Range versions. The launch customer was JetBlue, who ordered 100, plus 100 options, on 10 June 2003. The Embraer 190 first flew in 2004 from Sao Jose dos Campos, Brazil. The fly-by-wire twin had 110 firm orders at the time. First delivery was in the third quarter of 2005. Formerly the ERJ-190-200, the ERJ-195 was a further stretch of the ERJ-190 by 2.41m to accommodate up to 110 passengers, also available in Standard and Long-Range versions. The first metal was cut on 23 August 2002, and first delivery in December 2004.
The ERJ-170 was announced in February 1999, and first orders announced on 14 June 1999. First rolled out on 29 October 2001, the first flight was achieved on 19 February 2002. C/n 0002 in Crossair colours was flown on 9 April 2002, by which time the first aircraft had completed 40 hours of test flying. C/n 0003 (first equipped with full Honeywell Pnmus Epic avionics suite) on 25 May 2002; c/n 0004 on 19 June 2002; c/n 0005 on 14 July 2002: and c/n 0006 on 27 July 2002.
It was announced at roll-out that the ERJ prefix was discontinued and that ERJ-190-200 was to be known as the Embraer 195; the intermediate Embraer 175 simultaneously revealed. The public debut was at the Regional Airline Association convention at Nashville, Tennessee 12 to 15 May 2002, followed by a European debut at Farnborough International Air Show on 22 July 2002, followed by a European demonstration tour comprising 18 flights totalling more than 100 hours. Six flying aircraft were scheduled to conduct a 1,800 hour flight test programme, culminating in CTA/JAA certification in November 2003. The original ERJ-170 has 70 seats, the ERJ-175 is five feet longer with 78. Each version of Embraer’s biggest regional jets come in a standard and long range version, plus the company is looking at a variant of the ERJ-170 as a corporate jet.
ERJ-170
The Embraer 175 first flew on 14 June 2003, from Sao Jose dos Campos, Brazil. The 175 is 70in (1.78m) longer than the 170 but for commonality retains the same cockpit and engines. The fuselage stretch is by means of two plugs to accommodate 78 to 86 passengers; offered in Standard and Long-Range versions.
ERJ-170 Engines: two 14,000 lb. General Electric CF34-8E Gross weight: 78,153 lbs Empty weight: 44,422 lbs Max cruise: 470 kts Range: 1,800–2,100 nm Service ceiling: 37,000 ft Takeoff field length: 5,499 ft Landing field length: 399 ft. Seats: 78
Embraer began working on a 50 seat short-haul feeder-liner jet concept in the late 1980s, revealed 12 June 1989, aimed at first flight late 1991 and first deliveries mid-1993. The programme was delayed by company cutbacks, complete redesign of wing and other changes, but this Embraer EMB145 was flown first on 11 August 1995. The original Embraer EMB145 concept used the straight-wings of the EMB-120 as well as a stretched version of the EMB-120 Brasilia fuselage. Later redesigns evolved to include swept wings with supercritical airfoils allowing improved performance. The engine location also moved from above the wings to below the wings and finally to the tail before the design was finally frozen.
The first flight was ahead of formal roll-out and “official” first flight a week later. The first of three pre-series aircraft was flown on 17 November 1995, the second flew on 14 February and third 2 April 1996. The single prototype and three pre-series aircraft undertook a 1,600 hour, 13 month development flight testing and certification programme. FAA and Brazilian CTA certification was achieved 10 December 1996. Deliveries began on 19 December 1996 with two aircraft to US launch customer Continental Express. The designation was changed from EMB-145 to ERJ-145 in October 1997 to reflect ‘Regional Jet’ terminology, although EMB-145 is retained for corporate and military variants. It has a range of about 2500 km. Three basic versions of the ERJ145 were available: Extended Range (ER), Long Range (LR) and Extra Long Range (XR) versions. By September 1998, the ERJ-145 was certified by the aviation authorities of 27 countries.
Embraer launched the ERJ-135 on 16 September 1997 as a 37-seat development of the ERJ-145 benefits from more than 95% of parts commonality with the ERJ 145: engines, main systems, cockpit, wing and tail. The fuselage cross section is the same, only 3,6 metres shorter. Rolled-out on 12 May 1998, the ERJ-135 made its first flight on 4 July 1998. A second prototype was flown on 24 September 1998, for systems testing before conversion to production standard in March 1999. Both prototypes were converted from ERJ-145 prototypes. The public debut was at Farnborough Air Show in September 1998. Brazilian CTA certification was achieved in June 1999 and FAA certification on 15 July 1999. The first customer delivery was on 23 July 1999 to Continental Express, followed by American Eagle.
Embraer ERJ-135BJ Legacy P4-MIV
Two basic versions of the ERJ135 were available. The Extended Range (ER) and Long Range (LR). The ERJ135ER is powered by two Rolls Royce Allison AE3007A3 high-bypass ratio turbofans, while the ERJ135LR features an additional fuel tank and slightly more powerful AE 3007A4 turbofans. This ERJ135LR has a range of 3.241 km and a maximum cruise speed of Mach .78 (833 km/h).
In 2000, Embraer started with the development of the Legacy. The Embraer EMB-135BJ Legacy 600 is a twin-engine corporate jet for up to 16 passengers. The Legacy first flew on 31 March 2001. Compared to the commercial versions, the Legacy has more thrust, a new fuel system, increased cabin headroom, new winglets, additional avionics, and a higher service ceiling. The Legacy features additional fuel giving a range with 10 passengers of 5930km (3200nm). The EMB135BJ Legacy is powered by two Rolls Royce Allison AE3007 A1E high-bypass ratio turbofans. The Legacy 600 has a range of 6.019 km and a maximum cruise speed of Mach 0.80. By 2008 over 70 aircraft of the Legacy has sold to operators around the world.
Legacy
The Legacy was available in 10-16 seat Executive, 16-25 seat Shuttle and 37-seat Shuttle HC versions. Additional fuel housed in extended under-fuselage fairings provided a range of up to 3200 nm / 5925 km. While building the Legacy 600, some 80 had been delivered.
The Embraer Legacy 650 first flew on 23 September 2009.
Embraer’s ERJ-140 were flying a year and a half after the ERJ-135. Upgraded versions of each model have followed. The ERJ-145LR came in 1998 and the XR came in 2002, both with larger and more efficient engines, an increased takeoff weight and more fuel capacity for extended range.
Total of 122 firm commercial orders and seven options by 1 January 2004. Additionally, one VIP-configured ERJ-135LR handed over to Greek Air Force on 7 January 2000 and two, also in VIP configuration, to the Belgian Air Force on 4 June and in August 2001, for operation by No. 21 Squadron at Melsbroek with two similarly configured ERJ-145s. Deliveries have been 16 in 1999, 45 in 2000, 27 in 2001, three in 2002 and 14 in 2003.
Embraer ERJ-135BJ Legacy A9C-MTC
The ERJ-140 was launched on 30 September 1999 at the European Regional Airline Association annual meeting in Paris, and the first flight of the prototype, modified from the prototype ERJ-135, was on 27 June 2000. The public debut was at Farnborough International Air Show July 2000. Brazilian CTA and FAA certification was achieved in June and 26 July 2001 respectively, with the first delivery to American Eagle late July 2001.
The 19-seat CBA-123 (Co-operation Brazil Argentina) Vector is the outcome of the 1986 collaboration agreement between Embraer and FMA. Support for the programme has been pledged by the Brazilian and Argentine governments, and paid options have been taken on 150 aircraft. The Vector carries two 2,081 shp (1 552 kW) Garrett TPF351-20 turboprops. Two flying prototypes will be built in Brazil and a third in Argentina, for certification in 1991.
The first prototype of the CB 123 made its first flight on 18 July 1990 from Embraer’s airfield in Sao Paulo, Brasil. The aircraft, prototype 801, registered PT ZVE, flew for one hour 20 minutes with a three-man crew in a flight devoted to evaluation of performance, handling and systems operation. Flaps and landing gears were cycled and the aircraft was assessed as to longitudinal stability. The un-painted prototype took off at a weight of 18,500 lb / 8300 kg and reached maximum and minimum speeds of 180 kt / 334 kph and 105 kt / 195 kph. The maximum altitude reached was 20,000 ft / 696 m.
The prototype weighed 18,300 lb on take off and attained maximum and minimum speeds during the flight of 180 knots IAS and 105 knots IAS respectively. Maximum altitude reached was 20,000 ft.
Work on the development of a new basic trainer for the Brazilian air force began in January 1978, the product of a design team led by Ing. Joseph Kovacs. A contract for two prototypes and two static test airframes was awarded to the company by the Brazilian Ministry of Aeronautics on 6 December 1978. Given the company designation EMBRAER EMB-312 and known to the Brazilian air force as the T-27, the type was named Tucano (Toucan) on 23 October 1981.
A conventional-looking cantilever low-wing monoplane of light alloy construction, the EMB-312 has retractable tricycle landing gear, enclosed cabin accommodation for two in tandem seated on Martin-Baker ejection seats, and power provided by a Pratt & Whitney Aircraft of Canada PT6A turboprop engine. The prototype flew for the first time on 16 August 1980 followed by a second on 10 December. A third, built to full production standards, flew in August 1982.
The third prototype incorporated the various modifications to be standardised on the production model. These included provision of an enlarged dorsal fin (retrofitted to the prototypes) to improve stability; reinforced wing hardpoints permitting the external load to be increased from 1323 lb / 600 kg to 2205 lb / 1000 kg; improved cabin ventilation control and air conditioning; better cabin sealing and lighting; redesigned aft fuselage inspection windows; a new modular circuit breaker panel an d engine relight facilities.
By July 1982 testing with external ordnance the Tucano proved capable of 4.4g with four 551 lb / 250 kg bombs (its maximum external load) and of up to 6.0g with 408 lb / 185 kg on each store station. Specifications revealed some weight increases, basic empty weight rising to 3946 lb / 1790 kg, max clean take-off weight to 5622 lb / 2550 kg and max loaded weight to 7044 lb / 3195 kg. These gave some minor performance reductions, maximum level speed to 284 mph / 458 kph at 13,500 ft / 4115 m and maximum initial climb as 1900 fpm / 9.65 m/sec.
Initial deliveries to the Brazilian air force were made in September 1983.
Embraer T-27 Tucano
Ordered by the FAB to replace the Cessna T-37, the type has since found world acceptance and by the middle of 1991 over 350 had been delivered out of 376 firmly ordered, with a further 86 on option. Tucano customers are the Brazilian air force (128), Honduras (12), Egypt (54), Iraq (80), Venezuela (31), Peru (20), Argentina (30), Paraguay (6) and Iran (15).
Argentina received its first five aircraft, from an order for 30, on May 21, 1987. Peru took delivery of its first EMB.312 in April 1987, and in the same month Venezuela received its 30th and last Tucano. The Brazilian Air Force’s 118th aircraft was deliv¬ered in May 1986, and by June 1987 281 had been delivered to eight customers. Egypt is licence-building the Tucano, both for its own use and for Iraq. Embraer supplied ten complete aircraft at the end of 1984, and by April 1987 had delivered the 100th CKD kit to the Arab Organisation for Industrialisation’s Kader Factory. The combined Egyptian/Iraqi order was for 120 Tucanos, plus options.
An uprated version was ordered by the UK government in March 1985 to replace Jet Provosts in the Royai Air Force and 130 were in production as the Shorts Tucano T.Mk 1, with 15 more on option. The extensively developed version features a strengthened airframe and significantly enhanced performance powewed by an 820kW Garrett TPE331-12B engine, and has itself attracted orders from Kenya (12) and Kuwait (16). The first Garrett powered aircraft flew in Brazil on February 14, 1986. The first Shorts-built Tucano flew in December 1986, deliveries to the RAF began in June 1987, and about 60 had been built and delivered by mid-1991. Although superficially similar to the original Brazilian-designed aircraft the Shorts Tucano is considerably different to meet the Service’s requirements. The original PT6A has been replaced by 1,100 shp (820 kW) Garrett TPE331-12B turboprop, a ventral airbrake added, a new cockpit layout provided and the structure strengthened for a fatigue life of 12,000 hours. Four underwing hardpoints can be fitted for export customers.
Shorts Tucano
The Embraer EMB 314 Super Tucano Brazilian turboprop aircraft designed for light attack & counter insurgency first flew on 2 June 1999.
Variants; Tucano T.Mk 1: basic trainer version developed and built by Short Brothers in Belfast, in collaboration with EMBRAER. One-hundred-and-thirty, each powered by a Garrett TPE331-12B engine driving a Hartzell four-bladed propeller, ordered for RAF. Tucano T.Mk 51: Twelve Shorts-built armed aircraft ordered by Kenyan air force in 1988 for weapons training. First example flown in October 1989 and delivered in 1990. Tucano T.Mk 52: Sixteen Shorts-built basic trainers ordered by Kuwait air force in February 1989 for delivery in 1991.
EMB-312 Engine; 1 x Pratt & Whitney Aircraft Canada PT6A-25A, 560 kW Max take-off weight; 3175 kg / 7000 lb Empty weight; 1790 kg / 3946 lb Wingspan; 11.14 m / 36 ft 7 in Length; 9.86 m / 32 ft 4 in Height; 3.40 m / 11 ft 2 in Wing area; 19.40 sq.m / 208.82 sq ft Max. speed; 242 kt / 448 km/h / 278 mph Cruise speed; 319 km/h / 198 mph Landing speed : 67 kt / 124 km/h Initial ROC: 644 m/min / 2165ft/min / 11.0 m/s Service Ceiling: 9150 m / 30000 ft Fuel internal: 695 lt. Range w/max.fuel; 1844 km / 1146 miles T/O run: 380 m. Ldg run: 370 m Crew; 2 Warload: ext. 1000 kg Combat radius: 795 km
