A single-seat aerobatic aircraft (first flown 1989).
A team from Arizona led by mechanic and restorer Dall Koller and aerobatic flight champion Jeff Buerbon built two Yak-55M as Siamese twins.
As well as two M-14P engines of 360 hp, a TRD GE J-85 (in the variant GE CJ610) was installed.
For the first time it took to the air in June 2018, still without a jet, and flew normally. By October it flew with three engines. It flew and flew well.
The Yak-54 was designed in the 1990s as an improved two seat version of the Yak-55. Featuring a new landing gear that is raked forward, three blade propeller, and larger tail surfaces, the Yak-54 was first flown in December 1993. The airframe is built to 7G.
Publicy introduced at the 1994 Paris Air Show, manufacture came to a stop, after one production aircraft, in 1998, pending certification. Some modifications were made to improve stability, aerodynamics and aerobatic performance, plus the M-14 engine was not certified.
The production aircraft was purchased by Jim Bourke and after two years of inactivity was restored to flight in 1996.
The Yak-54 did eventually receive full certification and a series of five was under construction.
The Yakolev Yak-52 is a two-seater tandem low wing civil and military aerobatic trainer aircraft with semi-retractable tricycled landinggear. Development of the Yakolev Yak-52, originally known Yak-50U, started in 1973 as a successor of the Yakolev Yak-18 training aircraft. The Yakolev 52 was designed by the Yakolev Design Bureau as a trainer version of the single-seat Yak-50. The prototype was flown first in 1974. Production was initiated in 1976 at the Intreprinderea de Avioane Bacau factory in Bacau, Romania and production of the Yak-52 started in 1977.
The Romanian prototype Yak-52 was flown first in May 1978 and deliveries started the same year. The IAK-52 airplane is equipped with a 360 hp Ivchenko Vedeneyev M-14P nine cylinder, air-cooled radial piston engine. The 400 hp M14PF can also be fitted. The Yak is all-metal, fully aerobatic machine with an inverted fuel system, and features semi retractable tricycle landing gear. As an aircraft with excellent performance and +7/-5 G limits with two pilots and full fuel, the Yak-52 enables training from basic to unlimited level.
The Yak-52 was used in the Soviet Union as a basic military trainer as well as primary and advanced aerobatic trainer. A vast majority is in use with the Russian DOSAAF Clubs. The I.Av. Bacau was renamed Aerostar S.A. in 1991. Over 1800 have been produced starting with series-production in 1979. At the peak of production 150 aircraft were manufactured per year. Aerostar in Bacau, Romania as of 2009, was still producing the Yak-52 in limited numbers on request. The models were the Yak-52W, an upgraded derivative with Western instruments, radio, electrical etc. and the tail wheel version Yak-52TW.
The 2025 developed Yak-52B2 variant is tailored for counter-drone operations. It features a 90 kg payload capacity under each wing. One pylon mounts a circular-view radar capable of air-to-air, air-to-ground, and weather tracking. The other currently carries a 12-gauge semi-automatic carbine.
The aircraft is further equipped with a weapon aiming subsystem and modern flight control and navigation systems, enabling reliable operations in all weather conditions.
Motor-Sich developed an upgraded version of this aircraft, which received a AІ-450S turboprop engine with 5-blade variable-pitch propeller MTV-5, as well as a number of other new systems. Also, the upgraded version received a new instrument panel with liquid crystal indicators.
Engine: Vedeneyev Ivchyenko M-14P, 360 hp
Crew: 2
Height: 2.7 m
Length: 7.745 m
Wing span: 9.3 m
Wing area: 15 sq. m
Dihedral: 2 degrees
Wing incidence: 2 degrees
Propeller diameter: 2.4 m (V530TA-D35 constant speed propeller)
Wheel track: 2.715 m
Dry weight: 1035 kg
Maximum takeoff weight: 1315 kg
Maximum landing weight: 1315 kg
Weight of crew with parachutes: 180 kg
Fuel weight: 90 kg
Oil weight: 10 kg
Maximum fuel load: 120 L
Maximum oil load: 16 L
C of G limits (%): 17.5 – 27.0
Maximum level airspeed (at altitude 1000 m): 270 km/h
Range (10% fuel reserve at 190 km/h): 465 km (2 h 30 min)
Takeoff roll: 180 – 200 m
Landing roll: 330 m
Stall speed, engine at idle – erect flight, clean: 120 km/h
Stall speed, engine at idle – flaps, gear down: 110 km/h
Stall speed, engine at idle – inverted: 150 km/h
Approach speed: 160 km/h
Cruise 70%: 130 kt / 60 lt/hr.
Touchdown speed: 115 – 120 km/h
Takeoff speed: 120 km/h
Climb speed: 170 km/h
ROC: 1800 fpm.
Never exceed speed (VNE): 420 km/h
Maximum manoeuvring speed: 360 km/h
G limits: +7/-5
Maximum gear extended speed: 200 km/h
Maximum flaps extended speed: 170 km/h
Minimum fuel qty for aerobatics: 24 L
Maximum inverted flight time: 2 min (followed by at least 3 min of erect flight)
Maximum oil load for cross-country: 16 L
Maximum oil load for aerobatics: 10 L
Minimum oil load: 8 L
Yak 52TW
Engine: 400 HP
Prop: MTV-9-B/260-29
Motor-Sich UTL-450
Engine: AІ-450S turboprop
Propeller: MTV-5 5-blade variable-pitch
Empty aircraft weight: 900 kg
Maximum take-off weight: 1315/1500 kg (pilot/multi-purpose category)
Maximum horizontal flight speed: 350 km/h
Maximum flight range with 10% fuel reserve: 650 km
Maximum flight range with additional fuel reserve: 2890 km
Practical ceiling: 9000 m
The Yakolev Yak-50 is a single-seater aerobatic low wing monoplane with retractable landing gear with tail wheel. Development of the Yakolev Yak-50 started in 1972 based on the single-seat Yak-18PS. With a new wing planform and more power, the Yakolev Yak 50 provides more performance than its predecessor.
The center spar box appeared to have been removed and the wing panels, with squared tips, now join the fuselage directly, with very little dihedral. Both the 18PM and 18PC had 300 hp Ivchenko AI14RF engines, whereas the 50 uses a 360 hp M 14P radial that looks quite similar as it is installed; it drives two large, constant speed, paddle like propeller blades that are geared down.
Gross weight of 900 kg or 1,980 pounds and the span is down, from 10.6 meters to 9.5, which means they’ve clipped between a foot and a half and two feet from each wing, and the wing area is correspondingly reduced nearly 12 percent. The airplane is also shorter than the 18s by a bit less than a meter. Its gear is fully retractable. The pilot sits near the trailing edge of the wing, which affords a fairly good view of the ground in vertical maneuvers, when such views are most needed.
The first of two prototypes built was flown first in 1972. After a series of modifications and a considerable amount of testing the Yak-50 was put into production at Arsenyiev in the Russian Federation as a duraluminium skinned semi monocoque airframe and deliveries started early 1975.
The Yak-50 proved its aerobatic versatility and worth at the 8th World Aerobatic Championships in 1976. Yak-50’s ended first, second and third in the men’s championships, took the top five places in the women’s competition and the overall men’s and women’s team prizes. The Yak-50 airplane is equipped with a 360 hp Ivchenko Vedeneyev M-14P nine cylinder, air-cooled radial piston engine.
When production ended in 1985 a total of 312 were built, of which the vast majority were for the Russian DOSAAF Clubs. With the introduction of the Yak-55, Moscow instructed all DOSAAF Clubs to scrap the Yak–50s and return the logbooks to Moscow, with the result that there are less than sixty Yak-50s left in the world.
Engine: Vedeneyev Ivchyenko M-14P radial, 360hp / 265kW
Max take-off weight: 900 kg / 1984 lb
Empty weight: 765 kg / 1687 lb
Wingspan: 9.5 m / 31 ft 2 in
Length: 7.8 m / 26 ft 7 in
Height: 3.2 m / 11 ft 6 in
Wing area: 15.0 sq.m / 161.46 sq ft
Max. speed: 320 km/h / 199 mph
Cruise speed: 240 km/h / 149 mph
Ceiling: 6000 m / 19700 ft
Range: 550 km / 342 miles
Crew: 1
With V-VS formulation of a requirement for a single-seat limited all-weather fighter, the Yakolev OKB developed the Yak-50 in competition with the MiG-15Pbis. The wing, mounted in full mid position, was a two-spar structure of constant 12% thickness sweptback 45 degree at quarter chord. The OKB used magnesium alloys in the structure for the first time to any great extent as a contribution to weight reduction, a further weight-saving measure being the adoption of a velosipedno tipa, or “bicycle type” undercarriage. This zero-track arrangement, earlier tested by the Yak-25, comprised a single nosewheel member and a twin-wheel main unit, the latter taking 85% of the total aircraft weight; in addition, small outrigger stabilising wheels retracted into wingtip fairings. Power was provided by a single 2700kg Klimov VK-1 turbojet, armament consisted of two 23mm NR-23 cannon and provision was made for the installation of a single-antenna, fixed-scan, manually-tracked Korshun (Kite) AI radar in a housing above the nose air intake splitter. The first of three Yak-50 prototypes was flown on 15 July 1949, several months before the first radar-equipped MiG-15Pbis (SP-1), and demonstrated an outstanding speed performance, exceeding Mach=1.01 in a shallow dive on several occasions during manufacturer’s trials and Mach=1.048 during State Acceptance testing. It could take-off within 578m and land within 965m, but in more than a 18km/h crosswind, the Yak-50 tended to swerve from the runway, and it was barely controllable on a wet surface. In level flight at speeds between Mach=0.92 and 0.97, the Yak-50 suffered lateral oscillation preventing gun aiming. These shortcomings, coupled with the fact that the Mikoyan-Gurevich OKB was offering the potentially superior Izumrud radar-equipped MiG-17P, led to termination on 30 May 1950.
Max take-off weight: 4155 kg / 9160 lb
Empty weight: 3125 kg / 6889 lb
Wingspan: 7.98 m / 26 ft 2 in
Length: 11.20 m / 37 ft 9 in
Wing area: 16.00 sq.m / 172.22 sq ft
Max. speed: 1170 km/h / 727 mph
Range: 1100 km / 684 miles
In the Soviet Union the prototype (SSSR 1974) of a new short range civil transport accommodating a maximum 120 passengers, the Yakolev Yak 42, made its maiden flight on 7 March 1975. This was powered by three Lotarev D 36 turbofans, in a similar rear engine layout to the Yak 40. Three prototypes ordered initially; first prototype (SSSR-1974) flew 7 March 1975, with 11 degree wing sweepback and furnished in 100-seat local service form, with carry-on baggage and coat stowage fore and aft of cabin; second prototype (SSSR-1975, later SSSR-42304) had 23 degree sweepback and more cabin windows, representative of 120-seat version with three more rows of seats and no carry-on baggage areas; third prototype (SSSR-1976, later SSSR-42303) introduced small refinements; flight testing proved a 23 degree wing superior.
The second Yak-42 flew in April 1976 and the third, which was exhibited at the Paris Air Show earlier this year and is representative of the production version, flew in February 1977. By May, these three aircraft had totalled some 320 hrs of testing.
The Yak-42 is designed to have a fatigue life of at least 30,000 hrs and 30,000 landings, and the life of the turbofans that power the new aircraft is said to be 18,000 hrs, subject to major overhaul and revision at 6,000 and 12,000 hrs. Glassfibre and carbon fibre composites are used to a considerable degree in the construction of the Yak-42, and it is claimed that the noise levels meet the newest requirements.
The maximum take off weight of the Yak 42 was increased in 1981 to 117,945 lb (53 500 kg), maximum and normal useful loads remaining unchanged. Cruising speeds have been reduced marginally to 466 503 mph (750-810 km/h), and range with max payload has been reduced to 559 mls (900 km) at 478 mph (770 km/h) at 29,530 ft (9000 m). Ranges with 23,148 lb/10500 kg and 14,330 lb/6500 kg payloads are quoted as 1,243 mls (2000 km) and 1,864 mls (3000 km) respectively. The practical life of the Yak 42 is claimed to be 30,000 hours or 30,000 flight cycles over a 15 year period and the service life of its Lotarev D 36 turbofan is 18,000 hours with two major overhauls.
The first series of production aircraft, built to replace some Aeroflot Tu-134, generally similar to SSSR-42303 as exhibited 1977 Paris Air Show. Changes for production included substitution of four-wheel main landing gear bogies for twin-wheel units on prototypes.
The Yak-42 and Il-86 entered regular service with Aeroflot at the end of 1980, after production examples had made proving flights on typical routes from Moscow. The 120 seat Yak-42 operated on the Moscow-Krasnodar route.
An accident in June 1982 caused the type to be grounded until October 1984, the aircraft being drastically redesigned during its temporary withdrawal from service. In 1990 the Yak-42D was introduced, this version having been stretched to include seating for 120 passengers. First exports of the Yak-42 were achieved in 1990, aircraft being sold to Cubana and CAAC.
Yak-42D introduced from second quarter of 1989 and manufactured by Saratov Aviation Plant (SAZ). The Yak-142 transport is a new variant of Yak-42D, featuring mostly US digital avionics and other improvements. Yak-42A and other versions have been produced in small numbers or been proposed.
Power Plant: Three Lotarev D-36 turbofans, 14,320 lb st (6500 kgp) for take-off, with a nominal static rating of 11,015 lb (5000 kg) and a thrust of 3,525 lb (1 600 kg) cruising at Mach 0.75 at 26,245 ft (8000 m)
Max fuel load, 27,090 lb (12 300 kg).
Max. speed: 870 km/h / 541 mph
Typical cruising speed, 510 mph (820 km/h) at 25,000 ft (7600 m)
Take-off distance, 4,920 ft (1 500 m) at ISA and 5,900 ft (1 800 m) at ISA plus 15 deg C
Landing distance r, 5,900 ft (1 800 m)
Range with max fuel, 1,520 mls (2450 km)
Range with max payload, 620 mls (1000 km)
Range with 26,430-lb (12 000-kg) payload, 1,150 mls (1 850 km).
Typical empty weight, 63,788 lb (28 960 kg)
Max payload, 31,938 lb (14500 kg)
Max fuel, 27,090 lb (12 300 kg)
Max take-off, 114,540 lb (52000 kg)
Wing span, 112 ft 2.5 in (34,20 m)
Length, 119 ft 4 in (36,38 m)
Height, 32 ft 3 in (9,83 m)
Wing area, 1,615 sq ft (150 sq.m)
Undercarriage track, 18 ft 6 in (5,63 m)
Wheelbase, 48 ft 5.5 in (14.776 m)
Accommodation: max high density, 120 six abreast at 32-in (81-cm) seat pitch.
Crew: 2-4
The Yak-38 was followed by a new VTOL prototype known as the Yak-41 (first flown March 1987) which was subsequently abandoned, as was the projected next-generation STOVL Yak-43 and the Yak- 44 shipborne AEW&C aircraft.
Development the Yak-40 as a replacement of the ageing LI-2, Il-12 and Il-14’s, started in 1965 by the Yakolev Design Bureau. The Yak-40 was required to operate from Class 5 grass airfields or semi-prepared strips. The resulting aircraft has high-lift lightly-loaded wings and, for added safety, three Ivchenko AI-25 turbojets. All three engines are operated on take-off, but the central engine may be throttled back to idle for fuel economy during cruise. In configuration, the Yak-40 is a cantilever low-wing monoplane with retractable tricycle landing gear, rear-mounted engines and with accommodation for a flight crew of two or three and up to 32 passengers. The provision of a ventral rear door with airstair makes it possible to operate the Yak-40 from airfields with minimum facilities, and an onboard auxiliary power unit makes the type independent of ground equipment for engine starting and the maintenance of cabin heating and air-conditioning.
The first prototype tri-jet was flown on 21 October 1966, the Yak bureau eventually building five pre-production test airframes. The type entering revenue service with Aeroflot on 30 September 1968 with 2 crew and 27-31 passengers (NATO reporting name ‘Codling’).
The Yak-40 is cleared for Class Five grass airfield operations, and to improve its short landing performance a single clamshell thrust reverser has been fitted to the centre engine on later production models. The rear mounted turbofan engines enable it to take off and land within 1500 ft (500 m), and it can operate from grass fields.
The Yak-40K cargo version is configured purely for the carriage of freight, the aircraft being cleared to carry a load of up to 5070 lbs in weight.
When production ended in 1980, 1011 Yak-40 airliners were built in Saratov in the former USSR. The majority of these are still in service in 1993, with both military and civilian operators.
Yak40
Engines, Ivehenko Al-25 (3 x 3300 lb thrust)
Max take-off weight, 27,500 lb
Payload. 5500 1h
Cruising speed, 405 kt
Range. 620-1240 st. miles
Take-off distance to 50 ft, 1950 ft
No. of passengers, 24
Engines: 3 x 3,306 lb (1,500 kg) st Ivehenko AI 25 turbofans
Wing span: 82 ft 0.25 in (25.00 m)
Length: 66 ft 9.5 in (20.36 m)
Wing area: 735 sq ft (70.0sq.m)
Gross weight: 30,200 lb (13,700 kg)
Max cruising speed: 342 mph (550 kph)
Typical range: 620 miles (1,000 km) with normal payload of 5,070 lb (2,300 kg)
Crew: 2
Passengers: 24 40
T/O run: 700m
Ldg run: 360m
Cargo: 5070 lbs
Engines: 3 x turbo-jet AI-25, 14.7kN
Max take-off weight: 12400 kg / 27337 lb
Empty weight: 8500 kg / 18739 lb
Wingspan: 25.0 m / 82 ft 0 in
Length: 20.2 m / 66 ft 3 in
Height: 6.5 m / 21 ft 4 in
Wing area: 70.0 sq.m / 753.47 sq ft
Cruise speed: 550 km/h / 342 mph
Range w/max.fuel: 1600 km / 994 miles
Range w/max.payload: 600 km / 373 miles
Crew: 2
Passengers: 24-33
Flown in prototype form in 1971, the Yak-38 was developed under the design leadership of S Mordovin for the primary tasks of fleet air defence against shadowing maritime surveillance aircraft, reconnaissance and anti-ship strike. Power plant combined a Yu Gusev-developed Tumansky R-27V thrust-vectoring turbojet with two Rybinsk (Koliesov) RD-36-35 vertical-lift turbojets designed by a team led by A Dynkin. Hydraulic drives synchronised by a transverse shaft rotated the thrust-vectoring nozzles aft of the wing, their output in vertical take-off and landing operations being balanced during hover and transition by the paired lift engines mounted in tandem immediately aft of the cockpit and inclined forward 13 degrees from the vertical.
Shipboard trials with the Yak-38 began aboard the Moskva half-deck anti-submarine cruiser in 1972, and, in the following year, the decision was taken to build a pre-series of Yak-38 fighters for service evaluation, the first two of these landing aboard the carrier-cruiser Kiev in 1975. An evaluation squadron comprising 12 single-seat Yak-38s and two two-seat Yak-36Us embarked aboard the Kiev in the summer of 1976, the aircraft being confined to vertical take-off with conversion following at 5-6m above the deck. During 1976, production was initiated of a much improved version of the basic design as the Yak-38.
Externally similar to the Yak-36M, apart from substantial strakes either side of the intake for the lift engines, the Yak-38 possessed a full weapons system and an automatic control system permitting a short roll leading into vertical take-off as distinct from an orthodox short take-off benefiting from wing-induced lift. Although intended only for vertical take-offs and landings, the ‘Forger’ had double-slotted flaps and a braking parachute.
The Yak-38 entered service with the Soviet Navy in 1978, and, during 1980, was evaluated under operational conditions in Afghanistan. Progressive development resulted in the Yak-38M, which, with 1000kg more engine thrust, a steerable nosewheel and provision for paired 600-litre underwing auxiliary tanks, entered production in succession to the Yak-38. The Yak-38M had a 6940kg R-27V-300 thrust-vectoring turbojet and two vertical-lift RD-38 turbojets each rated at 3250kg. Two wing stations immediately inboard of vertically-folding panels provided for two gun pods each containing a twin-barrel 23mm GSh-23 cannon, rocket packs or bombs weighing up to 500kg each, two R-60 IR-homing AAMs or short-range ASMs. The tuitional version, the Yak-38UM, had vertically-staggered tandem seats, a plug being inserted in the aft fuselage to compensate for a lengthened nose. Each of the four Soviet Navy Kiev-class carrier cruisers received a 14-aircraft squadron of Yak-38s or -38Ms (each including two two-seaters), and production was completed by 1987 with a total of 231 Yak-38s (all versions) built.
The ‘Forger’ had a system to automaticaliy eject the pilot if the engine stopped while the thrust was angled below the horizontal. On one occasion this occurred in full view of a British carrier, who rescued the pilot.
Production of the Yak-38 Forger subsonic V/Stol shipborne fighter continued in 1987, to equip four Kiev-Class aircraft carriers. Each vessel carries 12 Forger As and two two-seat Forger Bs, which lack the ranging radar of the single-seat aircraft. Some 70 Yak-38s had been built by mid-1986.
Photographs of Forger As executing rolling take-offs from the deck of a carrier appeared in 1984, ending all speculation that the aircraft was only capable of Vtol operations. Short take-off techniques will improve the Forger’s payload/range performance. The Yak-38 has no internal armament, but carries gun and rocket pods on four underwing hardpoints to a maximum load of approximately 3,600kg.
Yak-38 Forger A
Engine: 1 x Lyuika AL-21F, 8160 kg / 17,989 lb thrust
Lift engines: 2 x Koliesov ZM, 3750 kg / 7870 lb thrust
Installed thrust (dry): 80 kN
Span: 7.32 m / 24 ft 8.25 in
Length: 15.50 m / 50 ft 10.5 in
Height: 4.37 m / 14 ft 4 in
Wing area: 18.50 sq.m / 199.14 sq ft
Empty wt: 7385 kg / 16,281 lb
MTOW VTOL: 11,700 kg / 25,794 lb
MTOL STOL: 13,000 kg / 28,660 lb
Warload: 1350 kg
Max speed: Mach 0.95 / 1110 kph / 627 mph
Initial ROC: 4500 m / min
Ceiling: 12,000 m / 39,370 ft
T/O run: VTOL
Ldg run: VTOL
Range: 740 km / 460 mi
Combat radius: 370 km
Fuel internal: 2900 lt
Air refuel: No
Hard points: 4
Bombload: 3600 kg / 7937 lb
Seats: 1
Yak-38M
Max take-off weight: 11700 kg / 25794 lb
Wingspan: 7.32 m / 24 ft 0 in
Length: 15.5 m / 51 ft 10 in
Height: 4.37 m / 14 ft 4 in
Wing area: 18.50 sq.m / 199.13 sq ft
Max. speed: 1010 km/h / 628 mph
In 1962 the Yakolev bureau was chosen to produce the first Soviet vertical take-off and landing aeroplane for the Soviet navy’s new ‘Kiev’ class of aircraft-carriers. Initial consideration was given to a composite arrangement of lift jets and a cruise engine, but it was finally decided to use two 36.78kN Koliesov engines with vectoring nozzles on the centre of gravity to provide direct lift or forward thrust as required. The airframe designed for the new Yak-36 was necessarily broad to accommodate the side-by-side engines, used the now-standard arrangement of tandem main units on the centreline together with stabilizing outriggers at the wingtips, and was completely conventional as only high subsonic speeds were envisaged. Hovering control was provided by reaction jets in the wingtip pods, the tail and the long nose boom. The type first flew in the mid-1960s, and trials with at least 12 such prototypes paved the way for the Yak-38 VTOL naval aeroplane, which has a composite powerplant with one vectored thrust turbojet in the rear fuselage, and two lift turbojets in the forward fuselage.
Displayed publicly at the Domodedovo, Moscow, flying display in July 1967, this single seater appeared to be powered by two turbojets installed side by side in the belly, each discharging through a louvred and gridded swivelling nozzle. The nose was occupied by large lateral air ducts from a bifurcated pitot inlet. Freehand had no lift jets, and pipes from the main engine served reaction control nozzles at the tips of the wing, at the tail and on the end of an outsize nose boom. The wing was mounted in the mid position directly above the engine nozzles. The vertical tail was sharply swept, and two ventral fins were fitted under the rear fuselage. A large surface under the nose, double hinged to function as an airbrake, was also hinged at the rear, and was judged to reduce reingestion of hot gas in the low level hovering mode.
Two Freehands took part at Domodedovo, one No 37 and the other No 38, the latter carrying two UV 16 57 rocket pods. Fitting the latter was considered chiefly a public relations exercise. There is no evidence to suggest that it was ever an operational type, though at least eight were built, and one went aboard the helicopter ASW cruiser Moskva where it conducted flying trials from an elevated platform not quite the same as those often used by Ka 25 helicopters.
Engines: 2 x RD-27-300, 53.0kN
Max take-off weight: 8900 kg / 19621 lb
Wingspan: 10.5 m / 34 ft 5 in
Length: 17.0 m / 56 ft 9 in
Height: 4.5 m / 15 ft 9 in
Max. speed: 1010 km/h / 628 mph
Ceiling: 12000 m / 39350 ft
Hardpoints: 2
Crew: 1
All Aero 