The HA-300P research glider was to provide advance information on the probable flight characteristics of the powered aircraft.
Rolled out of Military Factory No. 36 at Helouan for the first time in 1963, the Messerschmitt designed supersonic interceptor was expected to commence flight trials with an Indian test pilot. Development on the Hispano HA 300, or, XC 6, began in Spain and was subsequently shelved. The fighter is powered by two 4,850 lb.s.t. (2 200 kgp) Bristol Siddeley Orpheus 703 turbojets for initial flight trials, but the definitive version is expected to be powered by a pair of 7,000 lb.s.t. (3 175 kgp) turbojets of a type developed in Egypt by Ferdinand Brandner. Whereas the fighter is only likely to attain about Mach 1.2 with Orpheus engines, a maximum speed of the order of Mach 2.2 is anticipated with the Brandner designed engine which, if successful, may also power the Hindustan HF 24. Basically of clipped delta planform, and featuring a long, needle nose, the fighter has side by side mounted engines, a narrow track, fuselage housed undercarriage, and a Martin Baker zero altitude ejection seat.
HA-300P Wingspan: 20 ft 2 in Length: 33 ft 5.5 in Wing area: 215.278 sq.ft
HA 200 Saeta development potential as a lightweight ground attack aircraft lead, via the two seat HA 200E Super Saeta with more powerful Marbore engines, to the purpose built, single seat HA 220 Super Saeta, with increased armour, self¬-sealing fuel tanks and an additional fuel tank in the rear cockpit, replacing the second seat. Powered by two 1,058 lb thrust Marbore VI engines, the rear cockpit is used to accommodate an additional fuel tank. Armament can comprise a variety of bombs, guns, and rockets on under-¬fuselage/wing stations. Two Browning M 3 machine guns. Prototype (XC.10C) flown for first time on April 25, 1970. EdeA designation C.10C, later A.10C. Twenty five were built. Military Users: Egypt, Spain.
HA 220 Super Saeta / C-10C Wing span: 35 ft 10 in (10.93 m) Maximum speed: 435 mph (700 km/h).
Hispano decided to build a basic jet trainer using two Marbore II engines, and designed the HA.200 Saeta (Arrow) Spain’s first jet aircraft which used many components from the HA.100 Trianaa, including the wings and rear fuselage.
Willy Messerschmitt supervised the design. The engines, mounted in the lower forward fuselage, were fed from an air intake in the nose, and exhausted from two nozzles below the trailing edge of the wing roots. The HA.200 stored its fuel in two wing and two fuselage tanks.
Two prototypes were built and first flew on 12 August 1955 with the Fernando Juan Valiente. 190 were built, both by Hispano and under a licence agreement in Egypt (as the Helwan HA 200B AI Kahira).
Prototype HA-200 Saeta EC-AMM
From the autumn of 1957 an experimental program was initiated by INTA. Ten pre-production aircraft were ordered by the Spanish Air Force, of which 5 will be transformed into HA-200 A (E14A Ejército del Aire in). The first aircraft was to fly on July 21, 1960, the rest be be delivered until 1962.
An additional series of 30 HA-200 A was built. The first of them flew October 11, 1962, the others being delivered between 1963 and 1965. In April 1965 flew the first HA-200 B (C10B in Ejército del Aire service) of which 55 were built and incorporated in the Ejército del Aire over 1965-1967.
The Hispano HA-200-R1 Saeta (two turbomeca Marbore IIA turbojet engine)
Hispano’s Saeta fulfilled jet training, ground attack training and, in the dedicated single seat HA.220 model, limited strike roles in Spainish service. The indigenous CASA 101 Aviojet provided the replacement, deliveries commencing in 1980.
The Egyptian aircraft were supplanted by the Aero L 29 Delfin.
HA 200R Saeta Prototype EC AMM first flew on August 12, 1955, followed by second prototype. Spanish Air Force (Ejercito del Aire EdeA) designation XE.14 for the prototypes and E.14 for 10 pre-production examples, five of which were brought up to HA 200A status.
HA 200A Saeta First production batch (of 25), powered by Turbomeca Mabore lls, first example flown on October 11, 1962. Much refined over earlier HA.200s. EdeA designation E.14A. Attack version (two hard points) C.10A, later A.10A.
HA 200B AI Kahira Version for Egyptian Air Force. 20mm Hispano cannon in the nose, replacing 7.7min Breda Safat machine guns of the HA.200A. First of five Spanish built examples flown on July 21, 1960. 63 HA¬200Bs built under licence in Egypt as the AI Kahira (Cairo) at Factory 36, Helwan, Cairo.
HA 200D Saeta Further refined production batch, EdeA designation E.14B. 55 built.
HA 200E Saeta Dedicated ground attack/counter insurgency aircraft, with four wing hardpoints and Mabore VIs. Conversions (about 40) undertaken from HA 200Ds, designated C.10Bs then A.10Bs.
Wing span: 36.17 ft (10.42 m) Overall length: 29.29 ft (8.9 m) Height: 9.33 ft (2.8 m) Wing area: 187.2 sq.ft (17.4 sq.m). Wing aspect ratio: 6.22. Empty wt: 4233 lb (1921 kg). Normal T/O wt: 5842 lb (2652 kg). MTOW: 7617 lb (3458 kg). Internal fuel cap: 164 Imp.Gal. (745 lt). External fuel cap: 106 Imp.Gal. (481 lt). Wing loading: 31.2 lb/sq.ft (152 kg/sq.m). Max speed: 435 mph (699 kph) Initial ROC: 2755 fpm (14 m/sec) TO dist 50 ft: 1740 ft (530 m) Range: 930 sm (1496 km).
Hispano Aviation HA 200 D Saeta Engine: 2 x Turboméca Marboré II A, 3924 N Length: 29.429 ft / 8.97 m Height: 10.696 ft / 3.26 m Wingspan: 35.860 ft / 10.930 m Max take off weight: 8048.3 lb / 3650.0 kg Max. speed: 352 kt / 652 km/h Service ceiling: 39370 ft / 12000 m Range: 810 nm / 1500 km Crew: 2
HA 200 R1 Engines: 2 x 880 lbs.t. (400 kgp) Turborneca Mabore IIA turbojets Max speed, 435 mph (700 kph) at 22,966ft (7 000 m) Cruise, 298 mph (480 kph) Initial climb, 3,345 fpm. (17 m/sec) Service ceiling, 41,000 ft (12 500 m) Range, 1,056 mls (1 700 km) Empty weight, 3,697 lb. (1677 kg) Loaded weight, 6,305 lb (2 860 kg) Span, 34ft 2.25 in (10.42 m) Length, 29ft 1.5 in (8.88 m) Wing area, 187.2 sq.ft (17,4 sq.m)
The indigenously designed and developed Advanced Light Helicopter is a twin-engine, multi-role, multi-new generation helicopter in the 5.8-tonne weight class. The multi role helicopter is powered by two Shakti Engines.
The features that are unique to LCH are sleek and narrow fuselage, tri-cycle crashworthy landing gear, crashworthy and self-sealing fuel tanks, armour protection and low visibility features which makes the helicopter lethal, agile and survivable.
Indigenously-developed weapon system integrated helicopter Rudra was to make its maiden appearance in the Republic Day parade on Rajpath on January 26 2018.
It is equipped with a 20 mm Turret Gun and 70 mm Rocket System and has a facility for air to air missile system.
The LCH is fitted with Self Protection Suite consisting of Radar/Laser Missile warning systems and Countermeasures dispensing system.
In 1983 the LCA, or Tejas as it was named, was conceived by the Indian Air Force to carry out frontline tactical missions and replace Indian Air Force MiG-21 jets. The first LCA prototype (Technology Demonstrator TD-1) rolled out on 17 November 1995. With the first flight of its Light Combat Aircraft (LCA) put back nearly four years after its roll-out, the program appears to be plagued with difficulties and delays. The prototype eventually first flew on 4 January 2001. The first flight of the LCA had to be postponed until Aeronautical Development Establishment (ADE) finished development of a new flight control system and system integration test were completed. After again much delay the second prototype (TD-2) made its maiden flight on 6 June 2002, also powered by the GE 404 engine.
The Hindustan Light Combat Aircraft (LCA) had two aircraft flying by the 2003 Paris Air Show and had complet¬ed some 80 flights with no major changes required to the airframe. Five prototypes were planned and eight limited series pro¬duction aircraft were to be delivered in 2006 for evaluation by the Indian Air Force. Despite major delays, the technology demonstration phase of the project has been completed and construction of further prototypes is underway. The first, Prototype Vehicle PV-1, joined the program in 2003. The fourth LCA, PV-2, was completed in 2005 and was first flown on 1 December 2005.
Built by partners Aeronautical Development Agency (ADA) and Hindustan Aeronautics Limited (HAL), the LCA design features digital fly-by-wire control system, multi-mode model, digital ‘glass’ cockpit, hands on throttle and stick (HOTAS), FLIR, and static instability. The aircraft has a delta wing design without any tailplanes or foreplanes and a total of seven external weapon stations. The two LCA technology demonstrators were powered by the US supplied General Electric GE F404-F2J3 turbofan. But because of the embargo placed in 1998 by the USA on the engine as a result of the nuclear tests conducted by India in 1998, the production aircraft were planned to be fitted with the Indian Kaveri GTX-35VS turbofan. The embargo included the Lockheed-Martin fly-by-wire flight control system. In May 2005, the Tejas flight, now consisting of TD-1, TD-2 and the first Prototype Vehicle PV-1, completed 400 sorties. A fourth prototype, PV-2, was scheduled to make its first flight in June 2005. It has reduced structural weight and new avionics and cockpit displays.
The Hindustan Intermediate Jet Trainer (UT or WT 36) took 18 months from metal cutting to roll out with a first flight three months later, on March 7, 2003.
An attack helicopter derivative of Dhruv, displayed in model form at the Paris Air Show, June 2001 as LAH (light attack helicopter) proposal, but was restyled LCH, signifying light combat.
The original slimmed-down ‘gunship’ fuselage was discarded and the basic Dhruv airframc retained except for the forward fuselage modified to tandem crew seating. Officially launched on 5 February 2003, the LCH replaced the earlier LOH programme, which was met by a foreign design. The LCH was scheduled to fly in 2005, and intended to augment, and eventually replace Indian Air Force Mi-35 fleet.
The design features a four-blade hingeless main rotor with swept blade tips. Intended for anti-tank, close air support, air-to-air combat and scout roles, extensive use of composites is to reduce radar signature.
Landing gear is a non-retractable tricycle type and power is by two 895kW Turbomeca/HAL TM333-2C2 Ardiden 1H turboshafts (Indian name Shakii) with FADEC, derated to 798kW.
Systems include a four-axis autostabilisation system; anti-resonance isolation system (ARIS).
Armament is an undernose 20mm cannon and stub-wing hardpoints for ASMs, AAMs or rocket launchers.
HAL LCH Engines: two 895kW Turbomeca/HAL TM333-2C2 Ardiden 1H turboshafts Main rotor diameter: 13.20m Length overall, rotors turning: 15.86m Fuselage length: 13.94m Height to top of rotor head: 5.27m Stub-wing span: 4.43m Max. take-off weight: 5,500kg Empty weight: 3,243kg Never-exceed speed: 330km/h Max cruising speed: 280km/h Service ceiling: 6,500m Range with standard fuel: 700km
An agreement was signed with MBB (Germany) in July 1984 to support design, development and production of an Advanced Light Helicopter (ALH), design starting in November 1984. Ground test vehicle runs began in April 1991.
Five flying prototypes (two basic, one air force/army, one naval and one civil) were built. PT1 first civil prototype (Z3182) rolled out 29 June 1992; first flight 20 August and ‘official’ first flight 30 August 1992 PT2 second civil prototype (Z3183) made its first flight 18 April 1993 PT-A (army/air force prototype Z3268) on 28 May 1994 PT-N (naval prototype), with CTS 800 engines and a retractable tricycle undercarriage, flew for first time (IN901) on 23 December 1995
Total hours flown, including ‘hot-and-high’ trials in environments of 45°C and more than 6,000m, were about 1,500. Military certification of air force/army, naval and coast guard versions was completed in March 2002.
Versions:
Air force/army: Skid gear, crashworthy fuel tanks, bulletproof supply tanks, IR and flame suppression; night attack capability; roles to include attack and SAR.
Naval: Retractable tricycle gear, harpoon decklock, pressure refuelling; fairings on fuselage sides to house mainwheels, flotation gear and batteries.
Civil: Roles to include passenger and utility transport, commuter/offshore executive, rescue/emergency medical service and law enforcement. Wheel landing gear. Prototype targeted to fly in 2001, but this not achieved until 6 March 2002; DGCA certification to be followed by FAA/JAA type approval. Civil version entered production in 2003. Launch customer Azal India Helicopter (one ordered 5 February 2003, for delivery later that year).
Coast Guard: High commonality with naval version; nose-mounted surveillance radar; roof-mounted FLIR; starboard side, cabin-mounted 7.62mm machine gun; radar console and operator’s seat; liferaft, loudhailer.
The first modern helicopter of local design and construction. Conventional layout, including high-mounted tailboom to accommodate rear-loading doors-hour-blade hingeless main rotor with advanced aerofoils and sweplback tips; Eurocopter FEL (fibre elastomer) rotor head, with blades held between pair of cruciform CFRP starplates; manual blade folding and rotor brake standard; integrated drive system transmission; four-blade bearingless crossbeam tail rotor on starboard side of fin; fixed tailplane; sweptback endplate tins offset to port; vibration damping by Lord ARIS (anti-resonance isolation system), comprising four isolator elements between main gearbox and fuselage.
Main rotor blade section DMH 4 (DMH 3 outboard); tail rotor blade section S 102C (S 102E at tip). Rotor speeds 314 rpm (main), 1,564 rpm (tail).
Flying controls are integrated dynamic management by four-axis AFCS (actuators have manual as well as AFCS input); constant-speed rpm control, assisted by collective anticipator (part of FADEC and stability augmentation system acting through ATCS).
The main and tail rotor blades and rotor hub glass fibre/carbon fibre; Kevlar nosecone, crew/passenger doors, cowling, upper rear tailboom and most of tail unit; carbon fibre lower rear tailboom and fin centre panels; Kevlar/ carbon fibre cockpit section; aluminium alloy sandwich centre cabin and remainder of tailboom.
Landing gear is non-retractable metal skid gear standard for air force/army version. Hydraulically retractable tricycle gear on naval and civil versions, with twin nosewheels and single mainwheels, latter retracting into fairings on fuselage sides which also (on naval version) house flotation gear and batteries; rearward-retracting nose unit; naval version has harpoon decklock system. Spring skid under rear of tailboom on all versions, to protect tail rotor. FPT Industries (UK) Kevlar inflatable flotation bags for prototypes, usable with both skid and wheel gear.
The first three, and fifth, prototypes each powered by two Turbomeca TM 333-2B2 or -2C turboshafts, with FADEC, rated at 740kW for T-O, 783kW maximum contingency and 666kW maximum continuous. LHTEC CTS 800-4H (998 kW) selected late 1994 and test-flown in the fourth prototype, but subsequently embargoed; all then went to TM 333-2B2 until availability of 895kW class Ardiden 1H (Shakti) in about 2006. The twin turboshafts are mounted above the cabin.
Transmission ratings (two engines) 1,280kW for 30 minutes for T-O and 1,156kW maximum continuous; OEI ratings 800kW for 30 seconds (super contingency), 700kW for 2.5 minutes. Transmission input from both engines combined through spiral bevel gears to collector gear on stub-shaft. ARIS system gives 6° of freedom damping. Power take-off from main and auxiliary gearboxes for transmission-driven accessories.
Total usable fuel, in self-sealing crashworthy underfloor tanks (three main and two supply), 1,400 litres. Pressure refuelling in naval version. Crossfeed and fuel dump systems in all military versions.
Flight crew of two, on crashworthy seats in military/naval versions. Main cabin seats 12 persons as standard, 14 in high-density configuration. EMS interior (first flown by PT2/Z3183 in January 2001) can accommodate two stretchers and four medical attendants, or four stretchers and two medical personnel. Crew door and rearward-sliding door (military) or hinged door (civil) on each side; clamshell cargo doors at rear of passenger cabin.
DC electrical power is from two independent subsystems, each with a 6kW starter/generator, with battery back-up for 15 minutes of emergency operation; AC power, also from two independent subsystems, each with a 5/10 kVA alternator. Three hydraulic systems (pressure 207 bar, maximum flow rate 25 litres/min; systems 1 and 2 for main and tail rotor flight control actuators, system 3 for landing gear, wheel brakes, decklock harpoon, rescue hoist (naval variant) and optional equipment. Oxygen system.
Avionics: Comms: V/UHF, HF/SSB and standby UHF com radio, LFF and intercom. Radar: Weather radar optional. Surveillance radar in Coast Guard version. Flight: SFIM four-axis AFCS, Doppler navigation system, TAS system, ADF, radio altimeter, heading reference standard. GPS nav system in civil version, with additional VOR/ILS, DME and marker beacon. Mission: Roof-mounted FLIR in Coast Guard version. EMS version equipped with navaids, patient monitoring, data recording systems, and datalink to transmit medical information to ground-based hospitals.
A 1,500kg capacity cargo sling can be fitted.
Armament is cabin-side pylons for two torpedoes/depth charges or four anti-ship missiles on naval variant; on army/air force variant, stub-wings which can be fitted with eight anti-tank guided missiles, four pods of 68mm or 70mm rockets or two pairs of air-to-air missiles. Army/air force variant can also be equipped with ventral 20mm gun turret or sling for carnage of land mines. Cabin-mounted 7.62mm machine gun in Coast Guard version, firing from starboard side doorway.
Naval trials by PT-N conducted in March 1998 aboard aircraft carrier INS Viraat and smaller decks of other Indian Navy vessels. May 1998 US trade embargo, imposed following India’s refusal to sign nuclear test ban treaty, blocked import of CTS 800 engines (30 ordered) and delayed planned first flight of PTC-2 civil fifth prototype (VT-XLH) with this engine until 6 March 2002. Instead, all variants were to be powered by TM 333, including retrofit of PT-N prototype; contract announced 7 February 2003 for HAL to co-develop and co-produce Turbomeca Ardiden 1H (Indian name Shakti) for future, higher-powered versions of Dhruv. Weight reduction programme initiated in mid-1998; RFPs issued later same year for cockpit display system. By the end of 1998, manufacture was well advanced of three preproduction aircraft (PPN-1, PPA-2 and PPA-3: one for each of the three armed services).
Indian government requirement for armed forces and Coast Guard, to replace Chetaks/Cheetahs; letter of intent for 300 (Army 110, Air Force 150, Navy/Coast Guard 40) followed by contract for 100 in late 1996, but allocation revised by 2001 as Army 120, Navy 120, Air Force 60 and Coast Guard seven; all to be delivered by 2015. Second production lot contains 20.
Deliveries (four each to Indian Air Force and Army, two each to Navy and Coast Guard) were due to begin in late end of 2001, to be followed by two each to Coast Guard, Navy and Air Force by the end of March 2002. Seven deliveries actually achieved by this date: Army two (IA-1101 and -1103) starting 20 March 2002, Air Force two (J-4041/4042 on 20 March), Navy two (IN-701 /702 on 28 March) and Coast Guard (CG-851 on 18 March) one. However, Army’s IA-1102 had been delivered for trials use earlier, on 4 January 2003. Eight more scheduled for delivery by 31 March 2003, of which Indian Navy received two on 24 March. Initial batch of 30 TM 333-2B2 engines ordered in mid-1999 to power first 12 (including two civil) production Dhruvs; all then intended for delivery by 2002. Further 52 engines ordered mid-2000 to power next 20; deliveries of these almost completed by February 2003; further contract at that time for over 300 more, for delivery from early 2004. Hindustan Aeronautics showed the ALH / Dhruv (Polaris) at the 2003 Paris Air Show. Unit price of basic aircraft approximately Rs250 million (US$5.1 million) (2002). Total programme costs US$170 million by 1997.
Initial Indian Army aircraft were delivered to 201 Squadron.
Development and marketing agreement between HAL and Israel Aircraft Industries announced in late 2002; involves both Dhruv and LAH derivative; IAI to concentrate on avionics and other internal systems.
ALH Engines: 2 x Turboméca TM 333 2B, 986 shp Length: 42.29 ft / 12.89 m Length rotors turning: 15.87m Fuselage length: 12.89m Height: 12.336 ft / 3.76 m Rotor diameter: 43.307 ft / 13.2 m Max take off weight: 12127.5 lbs / 5500.0 kg Weight empty: 4886.3 lbs / 2216.0 kg Max. speed: 151 kts / 280 km/h Cruising speed: 132 kts / 245 km/h Initial climb rate: 1771.65 ft/min / 9.00 m/s Service ceiling: 19685 ft / 6000 m Hovering ceiling: 3000m Maximum range: 432 nm / 800 km Range: 216 nm / 400 km Crew: 2 Payload: 14pax (max 1500kg)
Designed by a team led by Kurt Tank, HAL produced the HF 24 Marut for the Indian Air Force as a single seat ground attack fighter with subsonic performance. Work on the project began in 1955, to meet an Indian Air Force requirement, and first flight tests of the aerodynamic envelope were made in March 1959 with a full scale wooden glider.
The prototype first flew on June 17, 1961 powered by two 4850 lb thrust Bristol Siddeley Orpheus 703 turbojets. The prototype has room for a second pilot, with dual controls, in the rear of the cockpit, but this space was to be normally occupied by armament, fuel, cameras or electronic equipment.
First prototype
The airframe has sharply swept low wings, sweptback tail surfaces, and one-piece all-moving tailplane low-set on the fuselage. The fuselage is area-ruled and semi-circular engine intakes, with central shock body are on each side of the cockpit. The tricycle undercarriage has single wheels on each unit. The main units retract inward and nose-wheel retracts forward.
Hindustan HF-24 1st prototype
Production of 129 (plus 18 two-seat HF-24 Mk 1Ts two seat operational trainers) ended in 1977. Power for each production aircraft is provided by two 4,850 lb thrust Rolls Royce Bristol Orpheus 703 turbojet engines and armament comprises four 30 mm Aden cannon and 50 68 mm air to air rockets carried in a retractable pack in the lower fuselage. Underwing stations can carry the usual selection of bombs, rockets, napalm tanks, and drop tanks.
HF-24 Marut preserved at the Oberschleissheim museum near Munich.
Marut Mk.1 Engine: 2 x HAL/Rolls-Royce Orpheus Mk 703, 21.6kN Max take-off weight: 10908 kg / 24048 lb Empty weight: 6195 kg / 13658 lb Wingspan: 9.0 m / 29 ft 6 in Length: 15.87 m / 52 ft 1 in Height: 3.6 m / 11 ft 10 in Wing area: 28.0 sq.m / 301.39 sq ft Max speed: 1070 km/h / 665 mph Cruising speed: 486 kts / 900 km/h Ceiling: 12000 m / 39350 ft Range: 800 km / 497 miles Crew: 1 Armament: 4 x 30mm Aden cannon /120rds, 50 x 68mm missiles / 1816kg ext Hardpoints: 4
Hindustan Aeronautics Ltd. (HAL) constructed the Viper powered HJT 16 Kiran two seat jet trainer for the Indian Navy. The prototype HJT-16 flew on 4 September 1964. Deliveries began in 1968, and the Kiran I was superceeded by the IA with two weapons pylons for armament training.
The prototype (U738) of the Hindus¬tan Aeronautics HAL Kiran Mk II armament training and counter–insurgency aircraft was flown for the first time on 30 July 1976. The Kiran II side-by-side basic trainer/light attack aircraft differs from the Viper powered Kiran land IA in being fitted with a derated Orpheus 701-01 turbojet. The Kiran II has four underwing hardpoints and upgraded avionics. Deliveries began in 1984. By mid-1985 16 had been delivered, and the production rate was 18 per year.
By 1989 a total of 251 aircraft were built including 51 improved “Kiran II”s.
HJT-16 Kiran I/IA Engine: 1 x Rolls-Royce Viper Mk 11, 11.11kN Max take-off weight: 4235 kg / 9337 lb Empty weight: 2560 kg / 5644 lb Wingspan: 10.7 m / 35 ft 1 in Length: 10.6 m / 34 ft 9 in Height: 3.63 m / 11 ft 11 in Wing area: 19.0 sq.m / 204.51 sq ft Max. speed: 695 km/h / 432 mph Cruise speed: 9145 km/h / 5683 mph Armament: 2 x 227kg bombs or 14 x 68mm unguided missiles Crew: 2
HJT-16 Kiran II Engine: 1 x R-R Orpheus 701. Installed thrust: 18.68 kN. Span: 10.7 m. Length: 10.6 m. Wing area: 19 sq.m. Empty wt: 2995 kg. MTOW: 5000 kg. Warload: 1000 kg. Max speed: 672 kph. Initial ROC: 1600 m / min. Ceiling: 12,000 m. T/O run (to 15m): 730 m. Ldg run (from 15m): 1440 m. Fuel internal: 1345 lt. Range: 735 km. Armament: 2 x 7.62 mm. Hardpoints: 4
All Aero 