Designed and built to meet a US Navy requirement for a three-seat torpedo-bomber, the Douglas XT3D-1 prototype was first flown in early 1931. A biplane, basically of metal construction with fabric covering, the XT3D-1 incorporated folding wings and arrester gear for carrier-based operations, had fixed tailwheel landing gear, and was powered initially by a Pratt & Whitney S2B1-C Hornet radial piston engine. Accommodation was provided for a crew of three in open cockpits, a bomb-aimer/gunner forward, the pilot in the centre cockpit, just aft of the wing trailing edge, and a second gunner to his rear. Failing to meet requirements in its initial service trials, the XT3D-1 was returned to Douglas for modification, gaining a more powerful 597kW Pratt & Whitney XR-1830-54 radial engine, wheel fairings for the main units and an enclosed canopy for the two rearmost cockpits. Redesignated XT3D-2, it was returned for further service testing but again failed to attract a production order. It was flown by the US Navy for about 10 years for general-purpose duties before being relegated for use as an instructional airframe in 1941.
Engine: 2 x Pratt & Whitney S2B1-G Hornet, 429kW Max take-off weight: 3564 kg / 7857 lb Empty weight: 1922 kg / 4237 lb Wingspan: 15.24 m / 50 ft 0 in Length: 10.79 m / 35 ft 5 in Height: 4.03 m / 13 ft 3 in Wing area: 57.97 sq.m / 623.98 sq ft Max. speed: 206 km/h / 128 mph Ceiling: 4265 m / 14000 ft Range: 893 km / 555 miles Armament: 2 x 7.62mm guns, 832kg of bombs
In the late 1920s the US War Department ordered two Fokker XO-27 prototypes. Fearing it might lose a valuable source of revenue, Douglas designed an aircraft incorporating all-metal cantilever monoplanes with retractable landing gear features and in March 1930 received an order for one example each of the Douglas XO-35 and Douglas XO-36. They were intended to differ only in their engines, the former having geared Curtiss Conquerors and the latter a direct-drive version of the same engine. In the event, the XO-36 was redesignated XB-7 and built as a bomber. In a parallel development the second of the Fokker XO-27s was completed as the XB-8 bomber. Later, six YO-27s and six Y1O-27s were delivered to the US Army.
The Douglas XO-35 was test-flown in spring 1931. It was a monoplane with a gull wing set high on the fuselage, the main units of its landing gear retracting into streamlined engine nacelles leaving only the lower part of the wheels exposed. The engine nacelles were attached to the wing undersurfaces and fuselage sides by complex strut assemblies, and the fuselage having corrugated metal sheet covering. There were open gunners’ cockpits in the nose and amidships; the pilot’s open cockpit was located immediately forward of the wing leading edge; and the fourth crew member, the radio-operator, had an enclosed cabin behind the pilot’s position. The XB-7 was almost identical, but had underfuselage racks for up to 544kg of bombs. During the US Fiscal Year 1932 orders were placed for seven Y1B-7 and five Y1O-35 service-test aircraft. These differed from the prototypes mainly by having smooth metal sheet covering for the fuselages, and strut- rather than wire-braced horizontal tailplanes. The Y1B-7s, later designated B-7, were attached to the two US Army bombardment squadrons based at March Field, California, while the O-35 aircraft (previously Y1O-35s) flew with observation units. In February 1934 the five O-35s, six surviving B-7s and XO-35 prototype were all assigned to the air mail route linking Wyoming with the west coast of the United States. Operations at night and in bad weather took their toll and in the four-month emergency period during which the US Army ran the nation’s air mail service no fewer than four of the B-7s were lost in crashes. Soon afterwards the remaining B-7s and O-35s were relegated to second-line duties, an O-35 being the last to be grounded in February 1939.
B-7 Crew: 4 Engine: 2 x Curtiss V-1570-53 Conqueror, 503kW Max take-off weight: 5070 kg / 11177 lb Loaded weight: 2503 kg / 5518 lb Wingspan: 19.81 m / 64 ft 12 in Length: 14.0 m / 45 ft 11 in Height: 3.53 m / 11 ft 7 in Wing area: 57.71 sq.m / 621.18 sq ft Max. Speed: 293 km/h / 182 mph Cruise speed: 254 km/h / 158 mph Ceiling: 6220 m / 20400 ft Range: 660 km / 410 miles Armament: 2 x 7.62mm machine-guns, 540kg of bombs
In 1926 as the principal combat element of Mexican Army Aviation, eight Douglas O 2C observation aircraft were procured from the USA these were to be supplemented by nine O 2Ms and three O¬2M 2s. The excellent flight characteristics of the Douglas O-2 family led to the conversion of 40 O-2Ks in 1930 as basic trainers for the US Army. Dual controls were installed and armament was deleted, the modified aircraft then being designated Douglas BT-1. The only O-32 to be built was given dual controls, also in 1930, and became designated BT-2. Thirty O-32As were modified similarly to the O-2Ks; used by US Army and National Guard units for basic training these were redesignated BT-2A. Some 146 BT-2B aircraft were built as such, the first appearing in 1931. Powered by the 336kW Pratt & Whitney R-1340-11 radial, they survived many years in basic training units.
BT
BT-2B was converted in 1940 to Type A-4 target aircraft by installation of radio equipment and conversion to nosewheel undercarriage.
Type A-4 target aircraft
Douglas BT-2B Engine: 1 x Pratt & Whitney R-1340-11 radial, 336kW Max take-off weight: 1845 kg / 4068 lb Empty weight: 1324 kg / 2919 lb Wingspan: 12.19 m / 39 ft 12 in Length: 9.5 m / 31 ft 2 in Height: 3.3 m / 10 ft 10 in Wing area: 33.63 sq.m / 361.99 sq ft Max. speed: 216 km/h / 134 mph Cruise speed: 188 km/h / 117 mph Ceiling: 5850 m / 19200 ft Range: 515 km / 320 miles
By the mid twenties rivalry between the U.S. Army Air Service and the Navy was at its height, and the Air Service made repeated attempts to keep in the public eye and favour. It pioneered the U.S. Air Mail service at great cost in lives and air¬craft, and made many long distance flights and record attempts. In July 1923, U.S. Army Air Service disclosed that it intended to attempt a global flight the following year. Four specially built two seat Douglas World Cruisers were used for this last achievement, each powered by a 400 hp Liberty engine and with interchangeable wheel and float undercarriages for the over land and over water sectors. As far as structure was concerned, the DWC was identical to the DT-2. The internal equipment, however, was specially designed for the round-the-world attempt and the saving in weight by deletion of the military load (torpedo with release gear, firing sight, etc) was used to increase the range of the aeroplane to 3,540km by fitting extra petrol and oil tanks – totalling 2,437.8 litres. The all-up weight (floats) was 3,710kg. The improved engine, a 313kW Liberty, offered a weight of less than 0.91kg per hp. Wings: Sitka Spruce, Cotton Covering Fuselage: Steel Tube, Sitka Spruce, Cotton Covering Empennage: Sitka Spruce, Cotton Covering Cowling: Aluminum Named after the cities of Seattle, Chicago, Boston and New Orleans, the four aircraft took off from Lake Washington, Seattle, on April 6. 1924 Seattle hit a mountainside in Alaska. After completing much of the journey, Boston force landed in the Atlantic, the other two arrived back at Seattle on September 28, after a 27,534 mile flight over 28 countries. It took 175 days, with a flying time of 371 hours 11 minutes. Throughout the journey the crews prevailed against an endless series of forced landings, repairs, bad weather, and other mishaps that continually threatened the success of the flight.
The crews were; Alva L.Harvey, Leigh Wade, Erik Nelson, Kailua-Kona, John J. Harding, Henry H. Ogden, Frederick L. Martin, Lowell H. Smith, and Leslie P. Arnold.
DWC Landplane Engine: Liberty, 400 hp / 313kW Wingspan: 15.24 m / 50 ft 0 in Length: 10.82 m / 35 ft 6 in Height: 4.14 m / 13 ft 7 in Wing area 65.68 sq.m / 707 sq. ft Empty weight 1950 kg / 4,300 lb Loaded weight 3137 kg / 6,915 lb Max. speed 166 km/h / 103 m.p.h Cruise speed: 85 km/h / 53 mph Ceiling 3050 m / 10,000 ft Range 3540 km / 2,200 miles. Crew: 2
DWC Seaplane Engine: Liberty, 400 hp / 313kW Wingspan: 15.24 m / 50 ft 0 in Length: 10.82 m / 35 ft 6 in Height: 4.14 m / 13 ft 7 in Wing area 65.68 sq.m / 707 sq. ft Empty weight 5,100 lb Loaded weight 7,715 lb Max. speed 100 m.p.h Ceiling 7.000 ft Range 1,650 miles. Crew: 2
The US Post Office Department had been responsible for US internal air mail routes from 1918 onwards, and by 1925 the various types of DH-4 biplane which had been primary equipment since inception of the service were worn out. A decision was thus made to order a conversion of the Douglas O-2 observation biplane, which had been ordered into quantity production for the US Army. The Douglas DAM-1 (Douglas Air Mail-One), quickly shortened to M-1, was test flown during the spring of 1925. It had twice the payload of the DH-4, but made use of the same Liberty engine, of which large numbers were in store and readily available. The M-1 was a straightforward conversion of the O-2, with the forward cockpit covered in sheet aluminium to form a reinforced mail compartment with access through two deck hatches, the pilot being located in what was formerly the rear (observer’s) cockpit in the O-2. During tests, extended exhaust piping was installed to keep fumes away from the pilot. The M-1 was adjudged successful, but no production order was received by Douglas.
M-3
With the introduction of Contract Air Mail (CAM) routes, however, the newly formed Western Air Express Company (later Western Airlines) ordered six Douglas mailplanes. Designated M-2, they differed from the M-1 mainly by replacement of the original tunnel radiator with a frontal type. Provision was also made for quick conversion of the freight section to permit carriage of a passenger in place of mail. A month before Western Air Express inaugurated its Los Angeles-Salt Lake City service in April 1926, the US Post Office ordered 50 of the M-3 version for its major routes. The M-3s differed only in detail from the M-2s, sporting an overall aluminium finish with US Air Mail emblazoned in black on the fuselage sides and on the undersurfaces of the lower wing. Western’s machines had a red and silver paint scheme. The Douglas Company’s chief engineer, J. H. ‘Dutch’ Kindelberger, then redesigned the M-3 with the aim of doubling its payload. The main change in this new M-4 was an entirely new ‘stretched’ wing which spanned 1.47m more than the 12.09m of the earlier types, and lacked the cut-out in the trailing edge of the upper wing inherited from the US Army O-2s. The Post Office was sufficiently impressed to arrange for 40 of the 50-plane M-3 order to be delivered in M-4 configuration. A single M-4 bought by Western Air Express was designated M-4A by Douglas to differentiate it from the Post Office order. With the leasing of route CAM-3 (Chicago-Dallas) to National Air Transport (NAT) in October 1925, a need arose for more mailplanes. NAT at first used the Curtiss Carrier Pigeon and then, having acquired the important Chicago-New York route, bought at auction all 10 M-3s and eight M-4s from the Post Office when, during July 1926, that department relinquished all its routes to private operators. The Douglas mailplanes were introduced by NAT on 1 September 1927, and were phased out during 1930 in favour of three-engined Ford tri-motors. In their three years’ service they performed admirably in all weathers and in the most difficult flying conditions. NAT had bought other M-4s from a variety of sources and at one stage had as many as 24 Douglas mailplanes in operation. Among them was a privately owned aircraft which had been confiscated by the US Treasury while illegally smuggling liquor from Cuba to Florida during Prohibition; it became known as the ‘Booze Ship’. NAT M-3s were flown with new long-span wings from the spring of 1928 onwards; for economic reasons these had been designed and constructed by the company’s own engineering department. One M-4 was converted by NAT to take a 391kW Pratt & Whitney Hornet radial engine. A total of 57 Douglas mailplanes was built, but with the advent of the Ford and other three-engined types they were soon withdrawn from air mail services. A few were sold to private owners but the majority were scrapped.
M-4 Engine: 1 x Liberty 12 V-12 piston engine, 298kW Max take-off weight: 2223 kg / 4901 lb Loaded weight: 1544 kg / 3404 lb Wingspan: 13.56 m / 44 ft 6 in Length: 8.81 m / 28 ft 11 in Height: 3.07 m / 10 ft 1 in Wing area: 38.18 sq.m / 410.97 sq ft Max. speed: 225 km/h / 140 mph Cruise speed: 177 km/h / 110 mph Ceiling: 5030 m / 16500 ft Range: 1127 km / 700 miles
Completed in July 1930 as the non-amphibious Sinbad under civil registration NX145Y, Douglas’s first in-house flying boat design was initiall concieved as a “flying yacht” to be offered on the civilian market. The Sinbad appeared as a monoplane having an all-metal hull of semi-monocoque construction and a two-spar cantilever wing covered in plywood that featured slotted, Handley Page type ailerons. In original configuration, the 300-hp Wright J-5C Whirlwind engines were mounted directly above the wing and encased in nacelles that blended-in with its upper surface.
Several men examine Douglas Aircraft Co.’s new amphibian plane “Sinbad” at Clover Field (Santa Monica Airport). She became the prototype for the Dolphin series. Photo taken on July, 17, 1930, around the time of its first flight.
After flight testing revealed the need to raise the thrust line, the engines were moved above the wing on struts, along with an auxiliary airfoil mounted between the conical engine nacelles to add structural support and lift. When no civilian buyers surfaced, the Sinbad was sold to the Coast Guard in March 1931 for $31,500, where it operated for a period of time as call-sign “24 G” without a military designation but later simply listed as the “RD” with no numeric suffix.
Sinbad after Modifications
The improved Dolphin, equipped with amphibious landing gear, a modified hull, and 400 hp Pratt & Whitney R-1340 engines, emerged in early 1931 and two, known as the Dolphin I Speccial, were sold n June the same year to the Wilmington-Catalina Airline where they completed close to 40,000 crossings without incident. Military orders followed for 350 hp R-975 Whirlwind powered examples for the US Army Air Corp and another to the Navy as the XRD-1, both delivered in late 1931. Twenty-three more Dolphin variats were procured for the navy and the Coast Guard between 1932 and 1934; three RS-2s in early 1933, two to the Navy and one to the Coast Guard, powered by 450 hp Pratt & Whitney R-1340 engines; six very similar RD-3s in mid-1933 to the Navy; and ten RD-4s in late 1934 to the Coast Guard, powered by 450 hp R-1340-96 engines. One of the Navy RD-2s was specially outfitted for President Franklin D. Rooservelt but there is no record of it being used for such purpose. Navy RDs were assigned to utility squadrons and used primarily as transports, whereas Coast Guard versions saw extensive service in the search and rescue role as flying lifeboats. Two RD-3s were subsequently assigned to the Marine Corps to be used as utility transports. One aircraft reportedly manufactured as an RD-2 was used as a government transport by the Secretary of the Treasury until 1937. After the US entered World War II, RD-4s remaining in service with the Coast Guard were employed briefly for coastal patrol duties.
The authorities are in conflict as to the exact number of Dolphins accepted by the US Army Air Corp, however, it appears at least sixteen were delivered between 1932 and 1933. Two in 1932, powered by 300 hp Pratt & Whitney R-985 engines, eight in 1932 powered by 350 hp R-985-5 engines, as the C-26A; four in 1932-33, powered by 350 hp R-985-9 engines, as the C-26B, and two with enlarged cabins in 1933, powered by 575 hp R-1349-16 engines, as the C-29.
RD-2
In 1936-37 four OA-4As and one OA-4B were refitted with stainless steel wings, thn another OA-4B became the OA-4C when modified with experimental tricycle landing gear.
Civilian Dolphins, of which sixteen (including the two Dolphin I Specials) are estiated to have been built between 1933 and 1934, came in many variations ae decreaed by the preferences of individual customers. One registered as NC14286 was completed as a personal transport for William E. Boeing. French industrialist Armand Esders purchased a Dolphin powered by two 550 hp R-1340-51 engines, Standard Oil Company acquired two with 450 hp R-1340-56 engines to be used in overseas operations, and two more were built for the Vanderbilt family. In 1934 Pan American Airways bought two Dolphins that were operated by China National Airways Corp subsidary. After World War II began, one Dophin I Special and one from Standard Oil ended up flying in Australia with the RAAF.
RD-4 Engines: 2 x Pratt & Whitney R-1340-96 Wasp, 450 hp Props: 2 blade, ground adjustable, metal Wingspan: 60 ft 10 in / 18.29 m Wing area: 592 sq.ft / 55.0 sq.m Length: 45 ft 3 in / 13.74 m Height: 14 ft / 4.27 m Empty weight: 7000.9 lb / 3175.0 kg Gross weight: 9737 lb / 4323.0 kg Max speed: 147 mph / 136 kts / 251 km/h Cruise speed: 110 mph / 117 kts / 217 km/h Ceiling: 14,900 lb Range: 660 mi Seats: 8
C-21 Engine: 2 x Wright R-975-3, 261kW Max take-off weight: 3893 kg / 8583 lb Loaded weight: 2659 kg / 5862 lb Wingspan: 18.29 m / 60 ft 0 in Length: 13.36 m / 43 ft 10 in Height: 4.29 m / 14 ft 1 in Wing area: 52.21 sq.m / 561.98 sq ft Max. speed: 225 km/h / 140 mph Cruise speed: 192 km/h / 119 mph Ceiling: 4330 m / 14200 ft Range: 885 km / 550 miles
In July 1925 the US Navy Bureau of Aeronautics ordered three Douglas XT2D-1 twin-engined torpedo-bomber/ general-purpose biplanes. They were required to be suitable for use with wheel or float landing gear, and for operation from aircraft-carriers. Two months earlier a single XTN-1 aircraft, with similar general characteristics, had been ordered from the US Naval Aircraft Factory. The first XT2D-1 prototype flew on 27 January 1927 as a landplane. Soon afterwards its 373kW Wright P-2 radial engines were replaced by Wright R-1750s and the other two prototypes were similarly re-engined. The three aircraft participated successfully in trials with US Navy Torpedo Squadron VT-2 in spring 1927 and, nine examples of the production T2D-1 were purchased. The basic configuration of the XT2D-1 prototypes was retained, a large single fin and rudder, wide-track divided landing gear capable of easy conversion to take twin floats, and two-bay equal-span wings with rounded tips. The fuselage of the T2D-1 was 0.90m shorter than that of the XT2D-1 and the engine nacelles were repositioned. A crew of four was carried, the pilot and co-pilot in tandem open cockpits, with gunner/ bomb-aimer in the nose and radio-operator/gunner in the fourth cockpit amidships. The T2D-1 performed satisfactorily in service, operating from aircraft-carriers (being the first twin-engined aircraft to do so) during the 1928 US Navy fleet exercises. However, its size precluded embarkation of the carrier’s full aircraft complement and, as a result, the type was re-allocated to patrol squadrons. T2D-1s flew subsequently with VP-1 and VP-2 from Pearl Harbor, Hawaii, operating on wheels or twin floats as required until scrapped in 1933. Variant P2D-1: in June 1930 the Douglas company received an order for 18 aircraft based on the T2D-1, but intended specifically for over-sea patrol duties; these new P2D-1 aircraft had twin fins and rudders to ensure better flight characteristics, particularly with one engine inoperative, and were powered by 429kW Wright R-1820-E radial engines; deliveries were completed by the end of 1931 and the P2D-1s, almost always in twin-float configuration, flew with VP-3 of the US Navy stationed in the Panama Canal Zone, until withdrawn from first-line service in 1937.
T2D-1 Engine: 2 x Wright R-1750 radial piston engines, 391kW Take-off weight: 4773 kg / 10523 lb Empty weight: 2726 kg / 6010 lb Wingspan: 17.37 m / 56 ft 12 in Length: 12.80 m / 41 ft 12 in Height: 4.85 m / 15 ft 11 in Wing area: 82.31 sq.m / 885.98 sq ft Max. speed: 201 km/h / 125 mph Ceiling: 4215 m / 13850 ft Range: 735 km / 457 miles
The DT was the first aircraft to be produced in quantity by Douglas aircraft. Based largely on the design of Douglas’s first plane, the Cloudster, the DT was a two-bay biplane featuring a welded, steel tube fuselage, with wings and tail surfaces of built-up wooden construction. It could be rigged as either a landplane or seaplane, and the wings could be folded rearward for stowage.
The 1921 DT-1 was a single-seat 298kW Liberty-powered (with side radiators) torpedo plane. In November 1921, the Navy took delivery of the first of three single seat DT-1s ordered, then after trials concluded in early 1922, directed that the remaining two be completed as two-seaters. Soon afterward, the Navy gave Douglas an order to produce 38 two-seat types as the DT-2 and also contracted L-W-F to build 20 and with NAF to build another six.
DT-2 2-T-3 of VT-2 early 1920s
The two-seat DT-2, a single-bay biplane was powered with a 335.3kW Liberty engine and nose radiator. The fuselage was of welded steel tubing, braced with tie-rods and provided with stiffening gussets. It was built in three detachable sections: engine section, mid-section and tail section, the first two plated with aluminium and the tail with fabric. The vertical tail surfaces had conventional wooden frames, while the horizontal tail surfaces were of steel tubing. The wings were of standard box-beam and built-up rib construction of wood, fabric-covered. The upper wing was made up of three panels, while the lower had the usual two. The undercarriage had a 3m wide track, although DT-2 could be fitted with two long wooden floats.
DT-2 of 2-T-3 VT-2 1923
As deliveries proceeded, DT-2s began entering operational service in late 1922 with VT-2 in San Diego, California, and during 1923 and 1924, at least six were transferred to the Marine Corps.
A total of about 80 production DT-2-type aircraft were produced in the USA, most as standard DT-2 for the US Navy but including a small number of SDW-1 scouting floatplanes, but excluding five export models delivered to Norway and Peru. The latter had 484.3kW Wright engines and were operated by the small Naval Air Station at Ancon (20 miles from Lima) which was under the command of US Navy officers on loan to the Peruvian government. Seven DT-2 were also built in Norway under licence.
US Navy DT-2 entered service from 1922 and during their four-year career were experimentally flown from the aircraft carrier USS Langley. Several new versions of the DT were developed by fitting new engines into existing DT-2, two NAF DT-2s became DT-4s when they were fitted with 525 hp Wright TA-2 engines, able to carry a bomb load of 748kg. Another modified as a testbed with the installation of a 40 hp Wright P-1 air-cooled radial engine was re-designated DT-6.
L-W-F DT-2
Three L-W-F DT-2s re-built by Dayton-Wright with deeper fuselages to carry more fuel returned to service as SDW long-range scouts. The 1924 Wright SDW-1 was an LWF DT-2 modified as a long-range USN scout with added fuel tanks. An open cockpit biplane, three conversions were made, including A6596. Landing gear was twin pontoons.
All DTs had been withdrawn from Navy and Marine service by the end of 1927.
DT-2 Engine: 1 x Liberty V-12, 336kW Take-off weight: 2950 kg / 6504 lb Empty weight: 1695 kg / 3737 lb Wingspan: 15.24 m / 50 ft 0 in Length: 10.41 m / 34 ft 2 in Height: 4.14 m / 13 ft 7 in Wing area: 65.68 sq.m / 706.97 sq ft Max. Speed: 163 km/h / 101 mph Ceiling: 2375 m / 7800 ft Range: 472 km / 293 miles Crew: 2 Armament: 1 x 830-kg torpedo
Douglas DT-2 Seaplane Engine: Liberty 12A, 420 hp Prop: 2 blade, fixed pitch, wooden Armament: 1 x .30 mg Bombload: 1 x 1835 lb torpedo Max sped: 99 mph at SL Ceiling: 7400 ft Combat range: 275 mi Empty weight: 4528 lb Loaded weight: 7293 lb Wingspan: 50 ft 0 in Length: 37 ft 8 in Wing area: 707 sq.ft Seats: 2 Total produced: 67
L-W-F DT-2 Engine: Liberty 12A, 420 hp Wingspan: 50 ft Length: 34 ft 2 in Height: 13 ft 7 in Wing area: 707 sq.ft Empty weight: 37 37 lb Gross weight: 6502 lb Fuel capacity: 115 Gal Top speed: 101 mph at SL Landing speed: 49 mph Service ceiling: 7800 ft Climb to 4050 ft: 10 min Range w/torpedo: 293 miles
Douglas dropped anchor in Santa Monica with Davis’ money and began work on the Cloudster, an airplane that contained some innovative uses of streamlining, then a new design construction. The Navy gave him an order for three of the airplanes, but it wasn’t until Los Angeles Times publisher Harry Chandler rounded up some local financial support that Douglas was able to get going. A single example of a Liberty-powered biplane was built for an attempt at a non-stop flight across the USA.
Engine: 1 x Liberty, 295kW Max take-off weight: 4354 kg / 9599 lb Empty weight: 2177 kg / 4799 lb Wingspan: 17.0 m / 55 ft 9 in Length: 11.2 m / 36 ft 9 in Height: 3.7 m / 12 ft 2 in Max. speed: 193 km/h / 120 mph Cruise speed: 137 km/h / 85 mph Range w/max.fuel: 4345 km / 2700 miles Crew: 2
All Aero 